21422 Federal Register / Vol. 77, No. 69 / Tuesday, April 10, 2012 / Rules and Regulations 

dated November 15, 2011. The kit (P/N 

SB680–24–11) contains 2 sleeves, 4 splices, 

2 diodes (P/N 1N4006), and instructions. 

(h) Revise Airplane Flight Manual (AFM) 

Before further flight after accomplishing 

the actions required by paragraph (g) of this 

AD, do the applicable actions specified in 

paragraph (h)(1) or (h)(2) of this AD. 

(1) For airplanes using Cessna 680 Citation 

Sovereign AFM, Revision 9, dated May 24, 

2010: Revise the Cessna 680 Citation 

Sovereign AFM to include the information in 

Cessna Temporary FAA Approved Airplane 

Flight Manual Change 68FM TC–R09–13, 

dated October 15, 2010, and remove the 

temporary changes (TCs) identified in 

paragraphs (h)(1)(i) through (h)(1)(iv) of this 

AD. Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–13, dated October 15, 2010, introduces 

procedures to use when the left or right 

generator is selected OFF. Operate the 

airplane according to the procedures in 

Cessna Temporary FAA Approved Airplane 

Flight Manual Change 68FM TC–R09–13, 

dated October 15, 2010. 

(i) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–09, dated October 15, 2010. 

(ii) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–10, dated October 15, 2010. 

(iii) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–11, dated October 15, 2010. 

(iv) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–12, dated October 15, 2010. 

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

Updating Cessna 680 Citation Sovereign 

AFM, Revision 9, dated May 24, 2010, may 

be done by inserting a copy of Cessna 

Temporary FAA Approved Airplane Flight 

Manual Change 68FM TC–R09–13, dated 

October 15, 2010, into the AFM. Cessna 

Temporary FAA Approved Airplane Flight 

Manual Change 68FM TC–R09–13, dated 

October 15, 2010, should be removed and 

discarded when Revision 10, dated June 30, 

2011, has been collated into the basic 

airplane flight manual. 

(2) For airplanes using the Cessna 680 

Citation Sovereign AFM, Revision 10, dated 

June 30, 2011: Revise the Cessna 680 Citation 

Sovereign AFM, Revision 10, dated June 30, 

2011, by removing the TCs identified in 

paragraphs (h)(2)(i) through (h)(2)(iii) of this 

AD. 

(i) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R10–01, dated June 30, 2011. 

(ii) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R10–02, dated June 30, 2011. 

(iii) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R10–03, dated June 30, 2011. 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

installation required by paragraph (g) of this 

AD, if the installation was performed before 

the effective date of this AD using Cessna 

Service Bulletin SB680–24–11, dated 

December 16, 2010. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Wichita Aircraft 

Certification Office (ACO), ACE–115W, 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 the 

Related Information section of this AD. 

(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. 

(k) Related Information 

For more information about this AD, 

contact Nhien Hoang, Aerospace Engineer, 

Electrical Systems and Avionics Branch, 

ACE–119W, FAA, Wichita Aircraft 

Certification Office, 1801 Airport Road, 

Room 100, Mid-Continent Airport, Wichita, 

Kansas 67209; phone: (316) 946–4190; fax: 

(316) 946–4107; email: nhien.hoang@faa.gov. 

(l) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) of the 

following service information under 5 U.S.C. 

552(a) and 1 CFR part 51: 

(i) Cessna Service Bulletin SB680–24–11, 

Revision 1, dated November 15, 2011. 

(ii) Cessna Temporary FAA Approved 

Airplane Flight Manual Change 68FM TC– 

R09–13, dated October 15, 2010, to the 

Cessna 680 Citation Sovereign Airplane 

Flight Manual, Revision 9, dated May 24, 

2010. 

(2) For service information identified in 

this AD, contact Cessna Aircraft Co., P.O. Box 

7706, Wichita, Kansas 67277; telephone 316– 

517–6215; fax 316–517–5802; email 

citationpubs@cessna.textron.com; Internet 

https://www.cessnasupport.com/ 

newlogin.html. 

(3) You may review copies of the service 

information at the FAA, 1601 Lind Avenue 

SW., Renton, Washington. For information 

on the availability of this material at the 

FAA, call (425) 227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 

22, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–7853 Filed 4–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0303; Directorate 

Identifier 2010–NM–214–AD; Amendment 

39–16939; AD 2012–02–16] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

all The Boeing Company Model 747– 

100, 747–100B, 747–100B SUD, 747– 

200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400D, 747–400F, 747SR, 

and 747SP series airplanes. That AD 

currently requires an inspection of the 

No. 2 and No. 3 windows on the left and 

right sides of the airplane to determine 

their part numbers, related investigative 

and corrective actions if necessary, and 

repetitive inspections of single pane 

windows. This new AD requires 

installing dual pane No. 2 and No. 3 

windows. This new AD also removes 

certain airplanes from the applicability. 

This AD was prompted by loss of a No. 

3 window in flight, which could result 

in consequent rapid loss of cabin 

pressure. Loss of the window could also 

result in crew communication 

difficulties or incapacitation of the 

crew. We are issuing this AD to correct 

the unsafe condition on these products. 

DATES: This AD is effective May 15, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of May 15, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

the AD as of September 4, 2007 (72 FR 

41438, July 30, 2007; as corrected by 72 

FR 53923, September 21, 2007). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; phone: 206–544–5000, extension 

1; fax: 206–766–5680; email: 

me.boecom@boeing.com; Internet: 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 


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Federal Register / Vol. 77, No. 69 / Tuesday, April 10, 2012 / Rules and Regulations 21423 

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; 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 

Document 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 P. Weigand, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

Seattle Aircraft Certification Office 

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

Renton, Washington 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 2007–15–10, 

Amendment 39–15139 (72 FR 41438, 

July 30, 2007; as corrected by 72 FR 

53923, September 21, 2007). That AD 

applies to the specified products. The 

NPRM was published in the Federal 

Register on April 7, 2011 (76 FR 19278). 

That NPRM proposed to continue to 

require certain requirements of AD 

2007–15–10, and proposed to require 

installing dual pane No. 2 and No. 3 

windows. That NPRM also proposed to 

prohibit installed dual structural glass 

pane windows from being replaced with 

single structural glass pane windows 

and to add a definition of ‘‘non-clear 

damage,’’ which the Accomplishment 

Instructions of Boeing Service Bulletin 

747–56A2012, Revision 1, dated August 

12, 2010, use as criteria for window 

replacement. Additionally, that NPRM 

also proposed removing airplanes 

having line numbers 1418 and on from 

the applicability. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM (76 FR 19278, 

April 7, 2011) 

British Airways Engineering (British 

Airways) stated that it supports the 

intent of the NPRM (76 FR 19278, April 

7, 2011) to replace glass number 2 and 

3 windows with dual structural ply 

windows. 

Request To Add an Airplane System To 

Alert the Air Traffic Control Tower 

When the Tower Is Unresponsive 

An anonymous commenter requested 

that we change the NPRM (76 FR 19278, 

April 7, 2011) to add a system in the 

airplane to sound an alarm in the air 

traffic control tower when the tower 

fails to respond. The change is 

requested due to a concern of sleeping 

air traffic controllers. 

We disagree with the request. The 

suggested change would alter the 

actions currently required by this AD, so 

additional rulemaking would be 

required. We find that delaying this 

action would be inappropriate in light 

of the identified unsafe condition. We 

have not changed this final rule 

regarding this issue. 

Request To Add a Statement in the 

NPRM (76 FR 19278, April 7, 2011) 

That Acrylic Windows Are Unaffected 

United Airlines (United) requested we 

add a statement to the NPRM (76 FR 

19278, April 7, 2011) indicating that not 

all acrylic windows are affected by this 

NPRM, or the six-year threshold for 

replacing the windows does not apply if 

an all-acrylic window is installed. 

Additionally, United requested 

clarification as to whether an alternative 

method of compliance (AMOC) is 

required if an installed new window 

specified by the NPRM is replaced by an 

all-acrylic window, or if this is an 

acceptable procedure. As justification 

for its request, United stated that Boeing 

Service Bulletin 747–56A2012, Revision 

1, dated August 12, 2010, which was 

referenced in the NPRM as the 

appropriate source of service 

information for window replacement, 

states that if the window is replaced 

with an all-acrylic window such as part 

number (P/N) 65B07639–( ) or P/N 

65B07640–( ), no more work is 

necessary. 

We partially agree. Certain acrylic 

windows provide an equivalent level of 

safety as compared to the dual pane 

windows. We have changed paragraph 

(i) of this AD to include Boeingsupplied acrylic windows having P/N 

65B07639–( ) and P/N 65B07640–( ) as 

allowable replacements for the 

discrepant windows. The FAA has 

found these windows provide an 

equivalent level of safety. Any other 

windows will need to be evaluated on 

a case-by-case basis, and any operator 

may request approval of an AMOC to 

use these windows as replacements 

under the provisions of paragraph (l) of 

this AD. Sufficient data must be 

submitted to substantiate that the 

window would provide an acceptable 

level of safety. 

We disagree with adding a statement 

to the NPRM (76 FR 19278, April 7, 

2011) regarding the six-year threshold. 

This is already addressed in table 1 of 

Paragraph 1.E., ‘‘Compliance,’’ in 

Boeing Alert Service Bulletin 747– 

56A2012, dated August 24, 2006, and 

Boeing Alert Service Bulletin 747– 

56A2012, Revision 1, dated August 12, 

2010, which state that no further action 

is required if acrylic window part 

numbers are found. We have not 

changed the AD in this regard. 

Request To Change Window 

Replacement Compliance Times 

Japan Airlines requested a compliance 

time exception be added to paragraph (i) 

of the NPRM (76 FR 19278, April 7, 

2011) that would allow replacement of 

single pane windows with dual pane 

windows within 22,000 flight hours, in 

addition to the compliance time of 

within 6 years after the effective date of 

the AD. We infer that Japan Airlines 

requests that the compliance time for 

single pane window replacement be 

changed to within 22,000 flight hours 

after new P/N 65B27042–( ) or P/N 

65B27046–( ) windows were installed 

or within 6 years after the effective date 

of the AD, whichever occurs later. Japan 

Airlines stated its justification for this 

change with three reasons. First, during 

the repetitive inspections, it is almost 

impossible to detect and correct the 

moisture ingression into the window, 

which can contribute to interlayer 

cracks. Therefore, there are no 

significant issues that could result in 

loss of the window. The second reason 

is the economic impact. The parts price 

of dual structural glass pane windows is 

almost twice that of single pane 

windows. The third reason is that the 

operational history of the dual pane 

windows is unknown, and it will be 

difficult to know how durable the dual 

pane windows will be compared to the 

existing single pane windows. 

We disagree with changing the 

compliance time. We concur with the 

manufacturer’s compliance time stated 

in Boeing Service Bulletin 747– 

56A2012, Revision 1, dated August 12, 

2010, for dual pane window 

replacement. Fleet data do not support 

the existence of difficulties with 

inspection for moisture ingression. Once 


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21424 Federal Register / Vol. 77, No. 69 / Tuesday, April 10, 2012 / Rules and Regulations 

we issue this AD, any operator may 

request approval of an AMOC for a 

change of compliance time under the 

provisions of paragraph (l) of this AD. 

Sufficient data must be submitted to 

substantiate that the compliance time 

change would provide an acceptable 

level of safety. We have not changed the 

AD in this regard. 

We acknowledge the costs of the 

modification. However, to reduce the 

reliance on long-term inspections, the 

modification is necessary to meet an 

acceptable level of safety. We have not 

changed the AD in this regard. 

Support for the NPRM (76 FR 19278, 

April 7, 2011) and a Request To Exempt 

Certain Windows From the NPRM 

British Airways requested that the 

NPRM (76 FR 19278, April 7, 2011) be 

revised to exempt windows produced 

by GKN under European Aviation Safety 

Agency (EASA) Supplemental Type 

Certificate (STC) EASA.A.S02838 from 

the six-year window replacement action 

specified in paragraph (i) of the NPRM. 

British Airways also recommended that 

no replacement timescale be applied to 

these EASA-approved parts and to allow 

replacement by attrition. British 

Airways justified its request by stating 

that these GKN windows were 

developed to replace the discrepant 

windows that the NPRM proposed to 

replace. British Airways stated that the 

GKN windows have the problematic 

PVB or PU/PVB interlayers removed, 

and have had zero removals since 2007 

due to failing the inspection standards 

specified in Boeing Service Bulletin 

747–56A2012, Revision 1, dated August 

12, 2010. British Airways also stated 

that in over 15 years of experience with 

GKN windows, the interlayer has not 

exhibited cracking at the hot and cold 

temperatures experienced by the 

windows under service conditions. 

British Airways identified certain part 

numbers of the EASA-approved GKN 

windows and the corresponding Boeing 

part numbers to provide assistance to 

the FAA. 

We disagree with exempting windows 

produced by GKN from replacement. 

British Airways has provided useful 

data in support of its request. However, 

we need additional information to 

exempt these windows from the AD. 

Once we issue this AD, any operator 

may request approval of an AMOC for 

GKN window substitution under the 

provisions of paragraph (l) of this AD. 

Sufficient data must be submitted to 

substantiate that the GKN windows 

would provide an acceptable level of 

safety. We have not changed the AD in 

this regard. 

Request To Clarify Certain Wording in 

NPRM (76 FR 19278, April 7, 2011) 

The Boeing Company requested that 

we clarify certain statements in the 

NPRM (76 FR 19278, April 7, 2011) by 

changing the wording in paragraph (i) of 

the NPRM from ‘‘Part 3—Window 

Replacement’’ to ‘‘Work Instructions, 

Part 3—Window Replacement;’’ and the 

wording in paragraph (j) of the NPRM 

from ‘‘Part 2 of the Work Instructions 

of’’ to ‘‘Work Instructions, Part 2— 

Window Inspection.’’ 

We agree to revise the references for 

consistency. We have changed the 

wording in paragraph (i) and paragraph 

(j) of this AD. 

Explanation of Additional Changes 

Made to This AD 

We have revised certain paragraph 

headers throughout this AD. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

19278, April 7, 2011) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 19278, 

April 7, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 144 

airplanes 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 

Inspection to determine window part numbers; 

retained from existing AD.

4 work-hours × $85 per hour = $340 ................... $0 $340 $48,960 

Detailed inspection, if necessary; retained from 

existing AD.

1 work-hour × $85 per hour = $85 ....................... 0 85 12,240 

Dual pane window replacement; new action ........ 16 work-hours × $85 per hour = $1,360 .............. 44,014 45,374 6,533,856 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Window replacement ...................................... 16 work-hours × $85 per hour = $1,360 ............................................ $44,014 $45,374 

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 


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Federal Register / Vol. 77, No. 69 / Tuesday, April 10, 2012 / Rules and Regulations 21425 

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 

We have determined that 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 

removing airworthiness directive (AD) 

2007–15–10, Amendment 39–15139 (72 

FR 41438, July 30, 2007; as corrected by 

72 FR 53923, September 21, 2007), and 

adding the following new AD: 

2012–02–16 The Boeing Company: 

Amendment 39–16939; Docket No. 

FAA–2011–0303; Directorate Identifier 

2010–NM–214–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective May 15, 2012. 

(b) Affected ADs 

This AD supersedes AD 2007–15–10, 

Amendment 39–15139 (72 FR 41438, July 30, 

2007; as corrected by 72 FR 53923, 

September 21, 2007). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400D, 747–400F, 747SR, and 

747SP series airplanes, certificated in any 

category, as identified in Boeing Service 

Bulletin 747–56A2012, Revision 1, dated 

August 12, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 56, Windows. 

(e) Unsafe Condition 

This AD was prompted by loss of a No. 3 

window in flight, which could result in 

consequent rapid loss of cabin pressure. We 

are issuing this AD to detect and correct 

cracking in the fail-safe interlayer of certain 

No. 2 and No. 3 glass windows, which could 

result in loss of the window and consequent 

rapid loss of cabin pressure. Loss of the 

window could also result in crew 

communication difficulties or incapacitation 

of the crew. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Requirements With New Service 

Information 

This paragraph restates the requirements of 

paragraph (f) of AD 2007–15–10, Amendment 

39–15139 (72 FR 41438, July 30, 2007; as 

corrected by 72 FR 53923, September 21, 

2007), with new service information. Inspect 

the No. 2 and No. 3 windows on the left and 

right sides of the airplane to determine their 

part numbers, and do all the applicable 

related investigative and corrective actions, 

by accomplishing all of the actions specified 

in the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–56A2012, 

dated August 24, 2006; or Boeing Service 

Bulletin 747–56A2012, Revision 1, dated 

August 12, 2010; except as required by 

paragraph (j) of this AD; as applicable. Do all 

of these actions at the compliance times 

specified in Tables 1, 2, and 3 of paragraph 

1.E. of Boeing Alert Service Bulletin 747– 

56A2012, dated August 24, 2006; or Boeing 

Service Bulletin 747–56A2012, Revision 1, 

dated August 12, 2010; as applicable; except 

as provided by paragraph (h) of this AD. A 

review of airplane maintenance records is 

acceptable in lieu of the inspection if the part 

numbers of the windows can be conclusively 

determined from that review. Repeat the 

related investigative and corrective actions 

thereafter at the interval specified in Table 2 

or 3 of paragraph 1.E. of Boeing Alert Service 

Bulletin 747–56A2012, dated August 24, 

2006; or Boeing Service Bulletin 747– 

56A2012, Revision 1, dated August 12, 2010; 

except as required by paragraph (h) of this 

AD, as applicable. As of the effective date of 

this AD, only Boeing Service Bulletin 747– 

56A2012, Revision 1, dated August 12, 2010, 

except as required by (j) of this AD, may be 

used. Replacing a window in accordance 

with paragraph (i) of this AD terminates the 

requirements of this paragraph for that 

window. 

(h) Retained Exception to Compliance Times 

This paragraph restates the exceptions to 

the compliance times specified in paragraph 

(g) of AD 2007–15–10, Amendment 39–15139 

(72 FR 41438, July 30, 2007; as corrected by 

72 FR 53923, September 21, 2007). Where 

Tables 1, 2, and 3 of paragraph 1.E. of Boeing 

Alert Service Bulletin 747–56A2012, dated 

August 24, 2006, specify counting the 

compliance time from ‘‘* * * after the date 

on this service bulletin,’’ this AD requires 

counting the compliance time from 

September 4, 2007 (the effective date of AD 

2007–15–10, Amendment 39–15139 (72 FR 

41438, July 30, 2007; as corrected by 72 FR 

53923, September 21, 2007)). After replacing 

a discrepant window with a new window 

having part number (P/N) 65B27042–( ), 

65B27043–( ), 65B27046–( ), or 65B27047– 

( ), do the initial detailed inspection required 

in paragraph (g) of this AD of the new 

window at the applicable compliance time: 

(1) Within 5,500 flight hours after installing 

P/N 65B27042–( ) or 65B27043–( ), or (2) 

Within 22,000 flight hours after installing P/ 

N 65B27046–( ) or 65B27047–( ). 

(i) New Requirements of This AD: Window 

Replacement 

Within 6 years after the effective date of 

this AD, replace all No. 2 windows having 

P/N 65B27042–( ) or 65B27046–( ) with 

windows having P/N 141U4821–( ), 

141U4822–( ), or 65B07639–( ); and replace 

all No. 3 windows having P/N 65B27043–( ) 

or 65B27047–( ) with windows having P/N 

141U4831–( ), 141U4832–( ), or 65B07640– 

( ), in accordance with ‘‘Work Instructions, 

Part 3—Window Replacement,’’ of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–56A2012, Revision 1, 

dated August 12, 2010. Doing this 

replacement for all windows terminates the 

actions required by paragraphs (g) and (h) of 

this AD. 

(j) New Requirements of This AD: Non-Clear 

Damage Definition and Action 

Where Step 4.e., ‘‘Work Instructions, Part 

2—Window Inspection,’’ of the 

Accomplishment Instructions in Boeing 

Service Bulletin 747–56A2012, Revision 1, 

dated August 12, 2010, specifies ‘‘non-clear 

damage’’ as a criterion for window 

replacement, this AD defines non-clear 

damage to be any degradation of the 

transparency of the window, which would 

hinder the internal or external detailed 

inspections for fail-safe interlayer cracks, 

glass pane cracks and chips, and indications 

of electrical arcing. Replacement for nonclear damage is required by this AD only if 

the non-clear damage hinders the inspection 

for fail-safe interlayer cracks, glass pane 

cracks and chips, or indications of electrical 

arcing. 


tkelley on DSK3SPTVN1PROD with RULES
21426 Federal Register / Vol. 77, No. 69 / Tuesday, April 10, 2012 / Rules and Regulations 

(k) Parts Installation 

As of the effective date of this AD, do not 

install any No. 2 or No. 3 window having P/ 

N 65B27042–( ), 65B27043–( ), 65B27046– 

( ), or 65B27047–( ) that is not new or on 

which the window flight hours are not 

known, on any airplanes, unless the actions 

specified in paragraph (g) of this AD are 

done. 

(l) 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 the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@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 (ODA) 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. 

(4) AMOCs previously approved in 

accordance with AD 2007–15–10, 

Amendment 39–15139 (72 FR 41438, July 30, 

2007; as corrected by 72 FR 53923, 

September 21, 2007), are approved as 

AMOCs for the corresponding provisions of 

this AD except previous AMOCs approving 

window replacement that do not specify 

installing dual structural glass pane windows 

are not considered approved for 

corresponding inspection methods required 

by this AD. 

(m) Related Information 

For more information about this AD, 

contact Nathan P. Weigand, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

Seattle Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425–917– 

6428; fax: 425–917–6590; email: 

Nathan.P.Weigand@faa.gov. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

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

51. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on May 15, 2012. 

(i) Boeing Service Bulletin 747–56A2012, 

Revision 1, dated August 12, 2010. 

(4) The following service information was 

approved for IBR on September 4, 2007 (72 

FR 41438, July 30, 2007; as corrected by 72 

FR 53923, September 21, 2007). 

(i) Boeing Alert Service Bulletin 747– 

56A2012, dated August 24, 2006. 

(5) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; phone: 

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

5680; email: me.boecom@boeing.com; 

Internet: https://www.myboeingfleet.com. 

(6) You may review copies of the 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, Washington. For 

information on the availability of this 

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

(7) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on January 

23, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–8452 Filed 4–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0915; Directorate 

Identifier 2011–NM–020–AD; Amendment 

39–17013; AD 2012–07–07] 

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 all The 

Boeing Company Model 747 airplanes. 

This AD was prompted by reports of 

fractured latch pins found in service; 

investigation revealed that the cracking 

and subsequent fracture were initiated 

by fatigue and propagated by a 

combination of fatigue and stress 

corrosion. This AD requires repetitive 

general visual inspections for broken or 

missing latch pins of the lower sills of 

the forward and aft lower lobe cargo 

doors; repetitive detailed inspections for 

cracking of the latch pins; and 

corrective actions if necessary. We are 

issuing this AD to detect and correct 

fractured or broken latch pins, which 

could result in a forward or aft lower 

lobe cargo door opening and detaching 

during flight, and consequent rapid 

decompression of the airplane. 

DATES: This AD is effective May 15, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 15, 2012. 

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; email 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

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; 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 

Document 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, 

1601 Lind Avenue SW., Renton, 

Washington 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 include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on September 1, 2011 (76 FR 

54405). That NPRM proposed to require 

repetitive general visual inspections for 

broken or missing latch pins of the 

lower sills of the forward and aft lower 

lobe cargo doors; repetitive detailed 

inspections for cracking of the latch 

pins; and corrective actions if necessary. 


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