Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15667 

18, 2013; or Section 3.B. or 3.C. of RR Alert 

NMSB No. RB.211–72–AG971, Revision 1, 

dated September 27, 2013, to do the 

inspection. Thereafter, inspect every 1,000 

FC. 

(iv) Perform an inspection of the top core 

vanes, before exceeding 3,800 FCSN. Use 

Section 3.C. of RR Alert NMSB No. RB.211– 

72–AG971, Revision 1, dated September 27, 

2013, to do the inspection. Thereafter, 

inspect every 3,800 FC. 

(2) If any inspection required by paragraph 

(e)(1) of this AD fails, remove the TBH from 

service. 

(3) Remove any TBH from service before 

the TBH exceeds 17,200 FCSN. 

(f) Credit for Previous Actions 

(1) If, before the effective date of this AD, 

you performed inspections and corrective 

actions using RR Alert NMSB No. RB.211– 

72–AG971, dated September 20, 2012 or RR 

Alert NMSB No. RB.211–72–AH154, dated 

June 13, 2013; you met the requirements of 

paragraph (e)(1) of this AD. 

(2) If, before the effective date of this AD, 

the last in-shop inspection of the mount lug 

run-outs was accomplished using Section 

3.C. of RR Alert NMSB No. RB.211–72– 

AG971, dated September 20, 2012, the 

compliance time interval for the next onwing or in-shop inspection of the fail safe 

catcher, as required by paragraphs (e)(1)(ii) 

and (e)(1)(iii) of this AD, may be counted 

from that last in-shop inspection of the 

mount lug run-outs. 

(3) If, before the effective date of this AD, 

you performed inspections and corrective 

actions using RR Technical Variance (TV) 

No. 124801, Issue 2, dated July 4, 2012 or 

earlier versions; or TV No. 124851, Issue 2, 

dated July 4, 2012 or earlier versions; you 

met the requirements of paragraph (e)(1)(i) of 

this AD. 

(4) If, before the effective date of this AD, 

you performed inspections and corrective 

actions using RR TV No. 132043, Issue 1, 

dated March 25, 2013 or earlier versions; or 

TV No. 132217, Issue 5, dated May 23, 2013 

or earlier versions; you met the requirements 

of paragraphs (e)(1)(ii) and (e)(1)(iii) of this 

AD. 

(5) Any inspections and corrective actions 

performed are not terminating action for the 

repetitive inspections required by paragraph 

(e)(1) of this AD. 

(g) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs to this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. 

(h) Related Information 

(1) For more information about this AD, 

contact Anthony W. Cerra, Jr., Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7128; fax: 781–238– 

7199; email: anthony.cerra@faa.gov. 

(2) Refer to MCAI European Aviation 

Safety Agency AD 2013–0240 (correction), 

dated October 4, 2013, for more information. 

You may examine the MCAI in the AD 

docket on the Internet at http:// 

www.regulations.gov by searching for and 

locating it in Docket No. FAA–2013–1015. 

(3) RR Repeater TV No. 132043, Repeater 

TV No. 132217, TV No. 124801, and TV No. 

124851, which are not incorporated by 

reference in this AD, can be obtained from 

RR, using the contact information in 

paragraph (i)(3) of this AD. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA. For information on the availability of 

this material at the FAA, call 781–238–7125. 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Rolls-Royce plc Alert Non-Modification 

Service Bulletin (NMSB) No. RB.211–72– 

AG971, Revision 1, dated September 27, 

2013. 

(ii) Rolls-Royce plc Alert NMSB No. 

RB.211–72–AH154, Revision 1, dated June 

18, 2013. 

(3) For service information identified in 

this AD, contact Rolls-Royce plc, Corporate 

Communications, P.O. Box 31, Derby, 

England, DE248BJ; phone: 011–44–1332– 

242424; fax: 011–44–1332–245418, or email: 

http://www.rolls-royce.com/contact/civil_

team.jsp. 

(4) You may view this service information 

at FAA, Engine & Propeller Directorate, 12 

New England Executive Park, Burlington, 

MA. For information on the availability of 

this material at the FAA, call 781–238–7125. 

(5) You may view this service information 

at the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

February 27, 2014. 

Colleen M. D’Alessandro, 

Assistant Directorate Manager, Engine & 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2014–04952 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0331; Directorate 

Identifier 2011–NM–170–AD; Amendment 

39–17792; AD 2014–05–19] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 747–200B, 

747–200F, 747–300, 747SP, 747–400, 

and 747–400F series airplanes equipped 

with Rolls-Royce RB211–524 engines; 

and certain Model 767–300 series 

airplanes equipped with Rolls-Royce 

RB211–524 engines. This AD was 

prompted by multiple reports of 

uncommanded thrust reverser unlock 

events. This AD requires replacing 

certain relays and relay sockets, and 

doing wiring changes. For certain 

airplanes, this AD also requires 

installing new relay panels, and 

removing and installing certain 

components. Additionally, this AD 

requires, for certain airplanes, 

accomplishing concurrent actions, 

which include installing an additional 

locking system on the thrust reversers 

and modifying system wiring for inflight fault indications of the thrust 

reverser system. We are issuing this AD 

to prevent an uncommanded thrust 

reverser deployment during takeoff or in 

flight, resulting in decreased airplane 

control and performance, possible 

runway excursions, and failure to climb. 

DATES: This AD is effective April 25, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 25, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of February 18, 2000 (65 FR 

5222, February 3, 2000). 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of September 14, 1994 (59 FR 

41647, August 15, 1994). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; by searching for 

and locating Docket No. FAA–2013– 

0331; or in person at the Docket 

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15668 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6505; 

fax: 425–917–6590; email: Tung.Tran@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 747–200B, 747–200F, 747–300, 

747SP, 747–400, and 747–400F series 

airplanes equipped with Rolls-Royce 

RB211–524 engines; and certain Model 

767–300 series airplanes equipped with 

Rolls-Royce RB211–524 engines. The 

NPRM published in the Federal 

Register on April 17, 2013 (78 FR 

22802). The NPRM was prompted by 

multiple reports of uncommanded 

thrust reverser unlock events. The 

NPRM proposed to require replacing 

certain relays and relay sockets, and 

doing wiring changes. For certain 

airplanes, the NPRM proposed to 

require installing new relay panels, and 

removing and installing certain 

components. Additionally, the NPRM 

proposed to require, for certain 

airplanes, accomplishing concurrent 

actions, which include installing an 

additional locking system on the thrust 

reversers, installing an additional 

locking gearbox on each engine and 

modifying system wiring for in-flight 

fault indications of the thrust reverser 

system, and installing a second locking 

gearbox system on the thrust reversers. 

We are issuing this AD to prevent an 

uncommanded thrust reverser 

deployment during takeoff or in flight, 

resulting in decreased airplane control 

and performance, possible runway 

excursions, and failure to climb. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 22802, 

April 17, 2013) and the FAA’s response 

to each comment. 

Support for the NPRM (78 FR 22802, 

April 17, 2013) 

Boeing stated that it concurred with 

the contents of the NPRM (78 FR 22802, 

April 17, 2013). 

The Air Line Pilots Association 

International stated that it agrees with 

the intent of the NPRM (78 FR 22802, 

April 17, 2013). 

Request To Specify Thrust Reverser 

Unit (TRU) Part Numbers 

Rolls-Royce plc requested that instead 

of specifying the engine models, we 

specify the part numbers of the affected 

TRUs for tracking purposes. Rolls-Royce 

plc stated that the TRUs are swapped 

from engine to engine, and AD 

compliance would be difficult to track 

unless it is tracked based on the TRUs. 

We do not agree with the commenter’s 

request. This final rule only requires 

changes to the control logic of the thrust 

reverser by modifying the associated 

electrical panels on the airplane. There 

is no requirement for TRU hardware 

replacement. Therefore, it is 

unnecessary to specify the part numbers 

of the affected TRUs in this final rule. 

We have not changed this final rule in 

this regard. 

Statement of Financial Impact 

Rolls-Royce plc stated that it is likely 

the actions required by the NPRM (78 

FR 22802, April 17, 2013) will have a 

significant financial affect upon Middle 

Eastern and Far East operations. RollsRoyce plc did not request any change to 

the NPRM in this regard. 

The commenter did not provide 

specific information to substantiate why 

Middle Eastern and Far East operations 

would be uniquely affected. The Costs 

of Compliance paragraph in this final 

rule is based on estimates provided in 

the service information and is an 

estimate of costs incurred by United 

States operators. We have not changed 

this final rule in this regard. 

Changes to This Final Rule 

We clarified the required actions 

specified in the SUMMARY section of 

this final rule by removing the wording 

‘‘installing an additional locking system 

on the thrust reversers’’ and ‘‘installing 

a second locking gearbox system on the 

thrust reversers.’’ These actions are 

included in the phrase ‘‘installing an 

additional locking system on the thrust 

reversers.’’ No change has been made to 

the actions required by this final rule. 

We revised paragraph (b) of this final 

rule to indicate that this final rule 

affects the requirements of AD 2000–01– 

05, Amendment 39–11502 (65 FR 1051, 

January 7, 2000). 

We revised paragraph (h)(2) of this 

final rule to clarify that the installation 

of an additional gearbox is on the thrust 

reverser of each engine, rather than on 

each engine. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the change described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

22802, April 17, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 22802, 

April 17, 2013). 

Costs of Compliance 

We estimate that this AD affects 1 

airplane of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Replacement and wiring change for 

Model 747–200B, 747–200F, 747– 

300, and 747SP series airplanes (1 

U.S.-registered airplane).

30 work-hours × $85 per hour = $2,550 $4,289 .................... $6,839 .................... $6,839 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15669 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Removal, installations, and wiring 

changes for Model 747–400 and 747– 

400F series airplanes (0 U.S.-registered airplanes).

Up to 90 work-hours × $85 per hour = 

$7,650.

Up to $16,607 ........ Up to $24,257 ........ 0 

Replacements and wiring changes for 

Model 767–300 series airplanes (0 

U.S.-registered airplanes).

Up to 32 work-hours × $85 per hour = 

$2,720.

Up to $2,245 .......... Up to $4,965 .......... 0 

We estimate the following costs to do 

any necessary concurrent requirements. 

We have no way of determining the 

number of aircraft that might need 

accomplishment of the concurrent 

requirements. 

CONCURRENT COSTS

Action Labor cost Parts cost Cost per 

product 

Installation of an additional locking system for Model 

747–200B, 747–200F, 747–300, and 747SP series 

airplanes.

336 work-hours × $85 per hour = $28,560 .................. $62,674 $91,234 

Installation of an additional locking gearbox on each 

engine and modification of the system wiring for 

Model 747–400 and 747–400F series airplanes.

185 work-hours × $85 per hour = $15,725 .................. 72,860 88,585 

Installation of a second locking gearbox system for 

Model 767–300 series airplanes.

754 work-hours × $85 per hour = $64,090 .................. 0 64,090 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2014–05–19 The Boeing Company: 

Amendment 39–17792; Docket No. 

FAA–2013–0331; Directorate Identifier 

2011–NM–170–AD. 

(a) Effective Date 

This AD is effective April 25, 2014. 

(b) Affected ADs 

This AD affects the requirements of AD 

2000–01–05, Amendment 39–11502 (65 FR 

1051, January 7, 2000). 

(c) Applicability 

This AD applies to The Boeing Company 

airplanes, certificated in any category, 

identified in paragraphs (c)(1), (c)(2), and 

(c)(3) of this AD, and equipped with RollsRoyce RB211–524 engines. 

(1) Model 747–200B, 747–200F, 747–300, 

and 747SP series airplanes, as identified in 

Boeing Service Bulletin 747–78–2178, 

Revision 1, dated August 4, 2011. 

(2) Model 747–400 and 747–400F series 

airplanes, as identified in Boeing Service 

Bulletin 747–78–2180, Revision 2, dated 

November 11, 2011. 

(3) Model 767–300 series airplanes, as 

identified in Boeing Service Bulletin 767–78– 

0096, Revision 1, dated December 10, 2009. 

(d) Subject 

Joint Aircraft System/Component (JASC) 

Code 7830, Engine Thrust Reverser. 

(e) Unsafe Condition 

This AD was prompted by multiple reports 

of uncommanded thrust reverser unlock 

events, three of which had all three locks 

disengaged. We are issuing this AD to 

prevent an uncommanded thrust reverser 

deployment during takeoff or in flight 

resulting in decreased airplane control and 

performance, possible runway excursions, 

and failure to climb. 

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15670 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replacement 

Within 60 months after the effective date 

of this AD: Do the actions specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD, 

as applicable. 

(1) For Model 747–200B, 747–200F, 747– 

300, and 747SP series airplanes: Replace 

relays and relay sockets in the P252 and P253 

panels with new relays and relay sockets, 

and do wiring changes, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 747–78–2178, Revision 1, 

dated August 4, 2011. 

(2) For Model 747–400 and 747–400F 

series airplanes: Install the components 

removed from the existing P252 and P253 

panels, install new relays and relay sockets, 

and do wiring changes on the new P252 and 

P253 relay panels, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–78–2180, Revision 2, 

dated November 11, 2011. 

(3) For Model 767–300 series airplanes: 

Replace relays and relay sockets in the P36 

and P37 panels with new relays and relay 

sockets, and do wiring changes in the P33, 

P36, and P37 panels, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–78–0096, Revision 1, 

dated December 10, 2009. 

(h) Concurrent Requirements 

(1) For Model 747–200B, 747–200F, 747– 

300, and 747SP series airplanes: Prior to or 

concurrently with accomplishing the actions 

required by paragraph (g)(1) of this AD, 

install an additional locking system on the 

thrust reversers, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–78–2156, Revision 1, 

dated August 30, 2001. Accomplishing this 

installation is a method of compliance with 

the installation required by paragraph (c) of 

AD 2000–01–05, Amendment 39–11502 (65 

FR 1051, January 7, 2000). 

(2) For Model 747–400 and 747–400F 

series airplanes identified as Group 1, 2, 3, 

4, 7, 8, or 9 airplanes in Boeing Service 

Bulletin 747–78–2180, Revision 2, dated 

November 11, 2011: Prior to or concurrently 

with accomplishing the actions required by 

paragraph (g)(2) of this AD, install an 

additional locking gearbox on the thrust 

reversers of each engine and modify system 

wiring for in-flight fault indications of the 

thrust reverser system, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 747–78–2158, Revision 2, 

dated July 29, 1999. 

Note 1 to paragraph (h)(2) of this AD: 

Paragraph (a)(1) of AD 2000–02–22, 

Amendment 39–11540 (65 FR 5222, February 

3, 2000), refers to Boeing Service Bulletin 

747–78–2158, Revision 2, dated July 29, 

1999, as the appropriate source of service 

information for accomplishing the 

installation required by that paragraph. 

(3) For Model 767–300 series airplanes 

identified as Group 2 airplanes in Boeing 

Service Bulletin 767–78–0096, Revision 1, 

dated December 10, 2009: Prior to or 

concurrently with accomplishing the actions 

required by paragraph (g)(3) of this AD, 

install a second locking gearbox system on 

the thrust reversers, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 767–78–0059, Revision 3, 

dated January 20, 1994. 

Note 2 to paragraph (h)(3) of this AD: 

Paragraph (c) of AD 94–17–03, Amendment 

39–8998 (59 FR 41647, August 15, 1994), 

refers to Boeing Service Bulletin 767–78– 

0059, Revision 3, dated January 20, 1994, as 

an appropriate source of service information 

for accomplishing the installation required 

by that paragraph. 

(i) Credit for Previous Actions 

(1) This paragraph provides credit for the 

requirements of paragraph (g)(1) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–78–2178, dated January 22, 

2009, which is not incorporated by reference 

in this AD. 

(2) This paragraph provides credit for the 

requirements of paragraph (g)(2) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–78–2180, dated April 10, 2008, 

which is not incorporated by reference in this 

AD. 

(3) This paragraph provides credit for the 

requirements of paragraph (g)(2) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–78–2180, Revision 1, dated 

November 11, 2010, which is not 

incorporated by reference in this AD. 

(4) This paragraph provides credit for the 

requirements of paragraph (g)(3) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 767–78–0096, dated August 7, 2008, 

which is not incorporated by reference in this 

AD. 

(5) This paragraph provides credit for the 

requirements of paragraph (h)(1) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–78–2156, dated October 31, 

1996, which was incorporated by reference in 

AD 99–18–03, Amendment 39–11269 (64 FR 

47365, August 31, 1999). 

Note 3 to paragraph (i)(5) of this AD: 

Paragraph (c) of AD 2000–01–05, 

Amendment 39–11502 (65 FR 1051, January 

7, 2000), refers to Boeing Service Bulletin 

747–78–2156, dated October 31, 1996, as the 

appropriate source of service information for 

accomplishing the installation required by 

that paragraph. 

(6) This paragraph provides credit for the 

requirements of paragraph (h)(2) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 747–78–2158, Revision 1, dated 

January 22, 1998, which is not incorporated 

by reference in this AD. 

Note 4 to paragraph (i)(6) of this AD: In 

AD 2000–02–22, Amendment 39–11540 (65 

FR 5222, February 3, 2000), Note 2 to 

paragraph (a)(1) of AD 2000–02–22 refers to 

Boeing Service Bulletin 747–78–2158, 

Revision 1, dated January 22, 1998, as a 

method of compliance for accomplishing the 

installation required by paragraph (a)(1) of 

AD 2000–02–22. 

(7) This paragraph provides credit for the 

requirements of paragraph (h)(3) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 767–78–0059, Revision 2, dated June 

10, 1993, which is not incorporated by 

reference in this AD, which was incorporated 

by reference in AD 94–17–03, Amendment 

39–8998 (59 FR 41647, August 15, 1994). 

Note 5 to paragraph (i)(7) of this AD: 

Paragraph (c) of AD 94–17–03, Amendment 

39–8998 (59 FR 41647, August 15, 1994), 

refers to Boeing Service Bulletin 767–78– 

0059, Revision 2, dated June 10, 1993, as an 

appropriate source of service information for 

accomplishing the installation required by 

that paragraph. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization that has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(k) Related Information 

(1) For more information about this AD, 

contact Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6505; fax: 425–917– 

6590; email: Tung.Tran@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraphs (l)(6) and (l)(7) of this AD. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on April 25, 2014. 

(i) Boeing Service Bulletin 747–78–2156, 

Revision 1, dated August 30, 2001. 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15671 

(ii) Boeing Service Bulletin 747–78–2178, 

Revision 1, dated August 4, 2011. 

(iii) Boeing Service Bulletin 747–78–2180, 

Revision 2, dated November 11, 2011. 

(iv) Boeing Service Bulletin 767–78–0096, 

Revision 1, dated December 10, 2009. 

(4) The following service information was 

approved for IBR on February 18, 2000 (65 

FR 5222, February 3, 2000). 

(i) Boeing Service Bulletin 747–78–2158, 

Revision 2, dated July 29, 1999. 

(ii) Reserved. 

(5) The following service information was 

approved for IBR on September 14, 1994 (59 

FR 41647, August 15, 1994). 

(i) Boeing Service Bulletin 767–78–0059, 

Revision 3, dated January 20, 1994. 

(ii) Reserved. 

(6) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(7) You may view this service information 

at FAA, Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(8) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on February 

19, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–06155 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1023; Directorate 

Identifier 2013–NM–042–AD; Amendment 

39–17797; AD 2014–05–24] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 84–19–01 

for certain The Boeing Company Model 

747–100, 747–200B, and 747–200F 

series airplanes. AD 84–19–01 required 

repetitive inspections for cracking of 

certain tension ties, and repair and 

certain modifications if necessary. This 

new AD requires, for certain airplanes, 

additional inspections for cracking of 

the tension tie at body station (BS) 760 

or 780, corrective action if necessary, 

and eventual modification of the tension 

ties. For all airplanes, this new AD 

requires repetitive post-modification 

inspections for cracking of the tension 

tie at BS 760 or 780, and corrective 

action if necessary. This AD was 

prompted by reports of cracking in the 

BS 760 tension tie as a result of bending 

due to cabin pressurization. We are 

issuing this AD to detect and correct 

tension tie cracking, which could 

eventually result in in-flight 

depressurization of the airplane and the 

inability to withstand current regulatory 

failsafe loads. 

DATES: This AD is effective April 25, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 25, 2014. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2013– 

1023; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Nathan Weigand, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6428; 

fax: 425–917–6590; email: 

Nathan.P.Weigand@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 84–19–01, 

Amendment 39–4913 (Docket No. 84– 

NM–10–AD; 49 FR 36365, September 

17, 1984). AD 84–19–01 applied to 

certain Boeing Model 747–100, 747– 

200B, and 747–200F series airplanes. 

The NPRM published in the Federal 

Register on December 6, 2013 (78 FR 

73457). The NPRM was prompted by 

reports of cracking in the BS 760 tension 

tie as a result of bending due to cabin 

pressurization. The NPRM proposed to 

continue to require repetitive 

inspections for cracking of certain 

tension ties, and repair and certain 

modifications if necessary. The NPRM 

also proposed to require, for certain 

airplanes, additional inspections for 

cracking of the tension tie at BS 760 or 

780, corrective action if necessary, and 

eventual modification of the tension 

ties. For all airplanes, the NPRM also 

proposed to require repetitive postmodification inspections for cracking of 

the tension tie at BS 760 or 780, and 

corrective action if necessary. We are 

issuing this AD to detect and correct 

tension tie cracking, which could 

eventually result in in-flight 

depressurization of the airplane and the 

inability to withstand current regulatory 

failsafe loads. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

Boeing supported the NPRM (78 FR 

73457, December 6, 2013). 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

73457, December 6, 2013) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 73457, 

December 6, 2013). 

Costs of Compliance 

We estimate that this AD affects 24 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

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