Federal Register / Vol. 77, No. 132 / Tuesday, July 10, 2012 / Rules and Regulations 40481 

(c) Applicability 

This AD applies only to Rolls-Royce 

Corporation 250–C20, –C20B, and –C20R/2 

turboshaft engines with 3rd stage turbine 

wheel, part number (P/N) 23065818, and 4th 

stage turbine wheel, P/N 23055944. 

(d) Unsafe Condition 

This AD was prompted by seven cases 

reported of released turbine blades and 

shrouds, which led to loss of power and 

engine in-flight shutdowns. We are issuing 

this AD to prevent failure of 3rd or 4th stage 

turbine wheel blades which could cause 

engine failure and damage to the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) Remove the 3rd stage turbine wheel, 

P/N 23065818, and the 4th stage turbine 

wheel, P/N 23055944, within 1,750-hours 

since last inspection. 

(2) Perform a one-time visual inspection 

and a fluorescent penetrant inspection on the 

3rd and 4th stage turbine wheels for cracks 

at the trailing edge of the turbine blades near 

the fillet at the rim. 

(3) If any cracks in the trailing edge near 

the rim are detected, do not return the wheel 

to service. 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Chicago Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Use the procedures 

found in 14 CFR 39.19 to make your request. 

(g) Related Information 

(1) For more information about this AD, 

contact John Tallarovic, Aerospace Engineer, 

Chicago Aircraft Certification Office, FAA, 

2300 E. Devon Ave., Des Plaines, IL 60018; 

phone: 847–294–8180; fax: 847–294–7834; 

email: john.m.tallarovic@faa.gov. 

(2) Rolls-Royce Corporation Alert 

Commercial Engine Bulletin No. CEB–A– 

1407, Revision 1, dated February 7, 2011 and 

CEB–A–72–4098, Revision 1, dated February 

7, 2011 (combined in one document) pertain 

to the subject of this AD. 

(3) For service information identified in 

this AD, contact Rolls-Royce Corporation 

Customer Support, P.O. Box 420, 

Indianapolis, IN 46206–0420; phone: 

888–255–4766 or 317–230–2720; fax: 317– 

230–3381; email: helicoptercustsupp@rollsroyce.com, and Web site: www.rollsroyce.com. 

(4) You may review copies of the 

referenced service information at the FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803. For information on the availability of 

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

Issued in Burlington, Massachusetts, on 

June 25, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–16797 Filed 7–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0991; Directorate 

Identifier 2010–NM–134–AD; Amendment 

39–17110; AD 2012–13–08] 

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 

certain The Boeing Company Model 

747–100, 747–100B, 747–200B, 747– 

200C, 747–200F, 747–400F, 747SR, and 

747SP series airplanes, without a 

stretched upper deck or stretched upper 

deck modification. That AD currently 

requires repetitive inspections for cracks 

of each affected tension tie and of the 

surrounding structure, and related 

investigative and corrective actions if 

necessary. This new AD requires, for 

certain airplanes, modifying the tension 

tie structure or tension tie and frame 

structure at certain stations; and a postmodification inspection of the modified 

area and post-modification repetitive 

inspections of the unmodified area, and 

repair if necessary. Doing the 

modification would terminate the 

repetitive inspection requirements in 

the existing AD. This AD reduces the 

compliance time and adds inspections 

for certain airplanes. This AD was 

prompted by reports that certain 

airplanes have tension ties that are 

susceptible to widespread fatigue 

damage. This AD also results from 

reports of cracks on the forward and aft 

tension tie channels at station (STA) 740 

and STA 760, and a determination that 

initial inspection intervals need to be 

reduced. We are issuing this AD to 

prevent tension ties from becoming 

severed or disconnected from the 

frames, which could lead to rapid inflight decompression. 

DATES: This AD is effective August 14, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of August 14, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of February 16, 2006 (71 FR 

1947, January 12, 2006). 

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; telephone 206–544–5000, 

extension 1; fax 206–766–5680; 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 

(ACO), 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 2006–01–07, 

Amendment 39–14446 (71 FR 1947, 

January 12, 2006). That AD applies to 

the specified products. The NPRM 

published in the Federal Register on 

September 22, 2011 (76 FR 58722). That 

NPRM proposed to continue to require 

repetitive inspections for cracks of each 

affected tension tie and of the 

surrounding structure, and related 

investigative and corrective actions if 

necessary. For certain airplanes, that 

NPRM proposed to require modifying 

the tension tie structure or tension tie 

and frame structure at certain stations; 

and a post-modification inspection of 

the modified area and post-modification 

repetitive inspections of the unmodified 

area, and repair if necessary. Doing the 

modification would terminate the 

repetitive inspection requirements in 

the existing AD. That NPRM also 

proposed to reduce the compliance time 


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and add inspections for certain 

airplanes. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 58722, 

September 22, 2011) and the FAA’s 

response to each comment. 

Request to Revise Costs of Compliance 

UPS requested that we revise the 

Costs of Compliance section of the 

NPRM (76 FR 58722, September 22, 

2011). UPS explained that according to 

paragraph 1.G. of Boeing Alert Service 

Bulletin 747–53A2605, Revision 1, 

dated May 27, 2010, the manpower 

required to accomplish the modification 

on all tension tie locations for UPS’s 

Group 10 airplanes is 501 work-hours. 

UPS also explained that according to 

Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 

2010, the parts kits that are required to 

accomplish the modification range from 

$535,131 to $658,423. UPS reasoned 

that based on Boeing’s labor estimate, a 

labor rate of $85 per hour, and Boeing’s 

current pricing, the cost to accomplish 

the modification on each of UPS’s 

airplanes would be approximately 

$701,008. 

We agree to revise the Costs of 

Compliance section in the final rule to 

align with the costs specified in the 

service information. We have revised 

the work-hours appropriately. 

Request to Refer to the Service 

Information 

UPS requested that we revise 

paragraphs (i)(2)(i) and (i)(2)(ii)(B) of the 

NPRM (76 FR 58722, September 22, 

2011) to, ‘‘* * * install the correct 

configuration * * * in accordance with 

the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 

2010, except where Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, specifies to contact 

Boeing for installation instructions: 

Before further flight, install in 

accordance with instructions approved 

in accordance with the procedures 

specified in paragraph (n) of this AD.’’ 

UPS explained that, while paragraphs 

(i)(2)(i) and (i)(2)(ii)(B) of the NPRM 

stipulate to install the correct 

configuration using a method approved 

in accordance with paragraph (n) of the 

NPRM, Figure 22 of Boeing Alert 

Service Bulletin 747–53A2502, Revision 

1, dated June 17, 2010, provides the 

correct configuration for installing the 

tension tie attachments. UPS expressed 

that they are concerned with the 

requirement to obtain AMOC approval 

to install the correct configuration, as it 

believes that this adds undue and 

unnecessary burden on the operators 

when correct configuration data already 

exits. 

We agree for the reasons stated by 

UPS to revise the final rule to require 

operators to install the correct 

configuration in accordance with Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. We 

have revised paragraphs (i)(2)(i) and 

(i)(2)(ii)(B) in this final rule accordingly. 

Request To Include All Airplanes for 

Actions Approved as AMOCs 

UPS requested that we revise 

paragraph (n)(4) of the NPRM (76 FR 

58722, September 22, 2011) to refer to 

paragraph (h) of the NPRM by 

specifying ‘‘Certain actions required by 

paragraphs (g) and (h) of this AD 

* * *.’’ UPS explained that while 

‘‘paragraph (n)(4) of the NPRM states 

that certain actions required by 

paragraph (g) of this AD are approved as 

AMOCs for the requirements specified 

in paragraph (n)(4)(i), (n)(4)(ii), and 

(n)(4)(iii) of this AD,’’ paragraph (g) of 

the NPRM applies only to Group 1 and 

Groups 3 through 6 airplanes, as 

identified in Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. UPS expresses that 

paragraph (n)(4)(iii) of the NPRM should 

apply to all affected airplanes, not just 

to Group 1 and Groups 3 through 6 

airplanes. 

We agree for the reasons stated by 

UPS to revise paragraph (n)(4) of the 

final rule to include reference to 

paragraph (h) of the final rule. We have 

revised paragraph (n)(4) of the final rule 

accordingly. 

Requests for Approval of Previous 

AMOCs 

UPS requested that, since the NPRM 

(76 FR 58722, September 22, 2011) 

supersedes AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, 

January 12, 2006), we revise the NPRM 

to include a new paragraph that states 

that AMOCs previously approved by AD 

2006–01–07 should be approved as 

AMOCs for the requirements of 

paragraphs (g), (h), and (i) of the NPRM. 

Boeing requested that we revise the 

NPRM (76 FR 58722, September 22, 

2011) to read, ‘‘For airplanes not 

identified in Group 2 per Boeing Special 

Attention Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 

2011; AMOCs approved previously in 

accordance with AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, 

January 12, 2006), are approved as 

alternate methods of compliance with 

paragraph (g) of this AD.’’ Boeing 

explained that Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, reduces the 

inspection thresholds and adds a onetime inspection for the Group 2 

airplanes (Model 747–400F series 

airplanes). All other airplane groups fall 

within the requirements of the 

superseded AD 2006–01–07, and 

therefore, AMOCs provided in 

paragraph (f) of AD 2006–01–07 are still 

applicable. Boeing expressed that this 

provision will reduce the resource 

requirements of providing AMOC 

approvals. 

We partially agree to revise this AD to 

allow certain AMOCs approved for AD 

2006–01–07, Amendment 39–14446 (71 

FR 1947, January 12, 2006). We agree to 

allow AMOCs approved for AD 2006– 

01–07 for the requirements of paragraph 

(g) of this AD and have added paragraph 

(n)(5) of this AD accordingly. 

We also agree to allow AMOCs 

approved according to AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, 

January 12, 2006), for the actions 

required by paragraph (h) of this AD, 

provided that the compliance times 

specified in paragraph (h) of this AD are 

met; the compliance times in paragraph 

(h) of this AD are from those specified 

in AD 2006–01–07. We have added 

paragraph (n)(6) of this AD. We disagree 

to allow AMOCs approved according to 

AD 2006–01–07 for the requirements of 

paragraph (i) of this AD, because the 

actions in paragraph (i) of this AD are 

new. 

Additional Changes Made to This AD 

We have revised the heading and 

wording of paragraph (m) of this AD; 

this revision has not affected the intent 

of that paragraph. 

We have redesignated Note 2 the 

NPRM (76 FR 58722, September 22, 

2011) as paragraph (l)(2) of this AD. We 

have also redesignated paragraph (l) of 

the NPRM as paragraph (l)(1) of 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 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

58722, September 22, 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 58722, 

September 22, 2011). 


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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 86 

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 (required 

by AD 2006–01–07, 

Amendment 39– 

14446 (71 FR 1947, 

January 12, 2006)).

8 per tension tie location, between 8 and 

12 tension tie locations per airplane, depending on airplane configuration × $85 

per hour = between $5,440 and $8,160.

$0 .............................. Between $5,440 and 

$8,160 per inspection cycle.

Between $467,840 and 

$701,760 per inspection cycle. 

One-time inspection 

(new action for 

Group 2 airplanes).

6 × $85 per hour = $510 ............................. None ......................... $510 .......................... $43,860. 

Modification (new action).Between 30 and 432 work-hours, depending on airplane configuration × $85 per 

hour = between $2,550 and $36,720.

Between $18,657 

and $658,423.

Between $21,207 

and $695,143.

Between $1,823,802 and 

$59,782,298. 

Inspection for unmodified area (new action).2 per tension tie location, between 8 and 

12 tension tie locations per airplane, depending on airplane configuration × $85 

per hour = between $1,360 and $2,040.

None ......................... Between $1,360 and 

$2,040, per inspection cycle.

Between $116,960 and 

$175,440. 

Inspection for modified area (new action).2 per tension tie location, between 8 and 

12 tension tie locations per airplane, depending on airplane configuration × $85 

per hour = between $1,360 and $2,040.

None ......................... Between $1,360 and 

$2,040 per inspection cycles.

Between $116,960 and 

$175,440. 

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 

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) 

2006–01–07, Amendment 39–14446 (71 

FR 1947, January 12, 2006), and adding 

the following new AD: 

2012–13–08 The Boeing Company: 

Amendment 39–17110; Docket No. 

FAA–2011–0991; Directorate Identifier 

2010–NM–134–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective August 14, 2012. 

(b) Affected ADs 

This AD supersedes AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, January 

12, 2006). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, 747–100B, 747–200B, 747– 

200C, 747–200F, 747–400F, 747SR, and 

747SP series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53: Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports that 

certain airplanes have tension ties that are 

susceptible to widespread fatigue damage. 

This AD also results from reports of cracks 

on the forward and aft tension tie channels 

at station (STA) 740 and STA 760, and a 

determination that initial inspection 

compliance times need to be reduced. We are 

issuing this AD to prevent tension ties from 

becoming severed or disconnected from the 

frames, which could lead to rapid in-flight 

decompression. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 


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(g) Retained Actions With Reduced 

Compliance Times for Certain Airplanes 

This paragraph restates the requirements of 

paragraph (f) of AD 2006–01–07, Amendment 

39–14446 (71 FR 1947, January 12, 2006), 

with reduced compliance time for certain 

airplanes and revised service information. 

For Group 1, and Groups 3 through 6 

airplanes identified in Boeing Special 

Attention Service Bulletin 747–53–2502, 

dated April 21, 2005, at the applicable time 

in paragraph (g)(1) or (g)(2) of this AD: Do 

detailed and high-frequency eddy current 

inspections for cracking of each affected 

tension tie and of the surrounding structure. 

If any cracking is found: Before further flight, 

do all applicable corrective and related 

investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specifies to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with the procedures specified in paragraph 

(n) of this AD. As of the effective date of this 

AD, only Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 2010, 

may be used to accomplish the actions 

required in this paragraph. 

(1) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Groups 1, 3, 

and 6 airplanes: Do the first inspections 

before the accumulation of 20,000 total flight 

cycles, or within 1,000 flight cycles after 

February 16, 2006 (the effective date of AD 

2006–01–07, Amendment 39–14446 (71 FR 

1947, January 12, 2006)), whichever occurs 

later; and repeat the inspections thereafter at 

intervals not to exceed 4,000 flight cycles 

until the modification required by paragraph 

(j) of this AD is accomplished. 

(2) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Group 4 and 

5 airplanes: Do the first inspections before 

the accumulation of 17,000 total flight cycles, 

or within 1,000 flight cycles after February 

16, 2006 (the effective date of AD 2006–01– 

07, Amendment 39–14446 (71 FR 1947, 

January 12, 2006)), whichever occurs later; 

and repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles 

until the modification required by paragraph 

(j) of this AD is accomplished. 

(h) Retained Inspection for Group 2 

Airplanes With Reduced Compliance Times 

and Revised Service Information 

This paragraph restates the requirements of 

paragraph (f) of AD 2006–01–07, Amendment 

39–14446 (71 FR 1947, January 12, 2006), 

with reduced compliance time for certain 

airplanes and revised service information. 

For Group 2 airplanes identified in Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010: At the 

applicable times specified in paragraphs 

(h)(1) and (h)(2) of this AD, do detailed and 

high-frequency eddy current inspections for 

cracking of each affected tension tie and of 

the surrounding structure, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

747–53–2502, dated April 21, 2005; or 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. If any 

cracking is found: Before further flight, do all 

applicable corrective and related 

investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specify to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with the procedures specified in paragraph 

(n) of this AD. As of the effective date of this 

AD, only Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 2010, 

may be used to accomplish the actions 

required by this paragraph. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles until the 

modification required by paragraph (j) of this 

AD is accomplished. 

(1) For STA 780 through 940: Before the 

accumulation of 17,000 total flight cycles, or 

within 1,000 flight cycles after February 16, 

2006 (the effective date of AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, January 

12, 2006)), whichever occurs later. 

(2) For STA 720, 740, and 760: At the 

earlier of the times specified in paragraph 

(h)(2)(i) or (h)(2)(ii) of this AD. 

(i) Before the accumulation of 17,000 total 

flight cycles, or within 1,000 flight cycles 

after February 16, 2006 (the effective date of 

AD 2006–01–07, Amendment 39–14446 (71 

FR 1947, January 12, 2006)), whichever 

occurs later. 

(ii) Before the accumulation of 8,000 total 

flight cycles, or within 1,000 flight cycles 

after the effective date of this AD, whichever 

occurs later. 

(i) New Requirement: One-Time Inspection 

for Group 2 Airplanes 

For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, as Group 2 airplanes: 

Before the accumulation of 8,000 total flight 

cycles, or within 1,000 flight cycles after the 

effective date of this AD, whichever occurs 

later, do a general visual inspection for 

correct configuration, as identified in Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, of each 

affected tension tie and of the surrounding 

structure, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. 

(1) If all tension ties match the correct 

configurations specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, no further work is 

required by this paragraph. 

(2) If any incorrect configuration is found, 

before further flight, do detailed and open 

fastener-hole high frequency eddy current 

inspections for cracks in the tension tie and 

frame, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. 

(i) If no crack is found during the 

inspection required by paragraph (i)(2) of this 

AD: Before further flight, install the correct 

configuration for the tension ties at locations 

where the incorrect configuration was found, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010, except where Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, dated 

June 17, 2010, specifies to contact Boeing for 

installation instructions, use a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

(ii) If any crack is found during the 

inspection required by paragraph (i)(2) of this 

AD, before further flight, do the actions 

specified in paragraphs (i)(2)(ii)(A) and 

(i)(2)(ii)(B) of this AD. 

(A) Repair the crack in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, except where Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, specifies to 

contact Boeing for appropriate action: Before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

(B) Install the correct configuration for the 

tension ties at locations where the incorrect 

configuration was found, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, except 

where Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 2010, 

specifies to contact Boeing for installation 

instructions: Use a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(j) Modification 

Before the accumulation of 30,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Modify the left- and right-side 

tension tie structure or left- and right-side 

tension tie and frame structure, at specified 

stations, in accordance with the applicable 

method specified in paragraph (j)(1) or (j)(2) 

of this AD. Accomplishment of the 

modification in this paragraph terminates the 

repetitive inspection requirements in 

paragraphs (g)(1), (g)(2), and (h) of this AD. 

(1) For airplanes identified in Boeing Alert 

Service Bulletin 747–53A2605, Revision 1, 

dated May 27, 2010: Do the modification in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2605, Revision 1, dated May 27, 

2010. 

(2) For airplanes not identified in Boeing 

Alert Service Bulletin 747–53A2605, 

Revision 1, dated May 27, 2010: Do the 

modification using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 


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Federal Register / Vol. 77, No. 132 / Tuesday, July 10, 2012 / Rules and Regulations 40485 

Note 1 to paragraph (j)(2) of this AD: For 

airplanes identified in paragraph (j)(2) of this 

AD, post-modification inspection guidance 

may be included in an approved alternative 

method of compliance (AMOC) for paragraph 

(j)(2) of this AD. 

(k) Post-Modification Inspection of the 

Modified Areas 

For airplanes identified in paragraph (j)(1) 

of this AD, within 20,000 flight cycles after 

doing the modification required by paragraph 

(j) of this AD: Do an inspection for cracks of 

the modified areas of the left- and right-side 

tension tie structure and frame structure, in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. If any crack is 

found during any inspection required by this 

paragraph, before further flight, repair the 

crack using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(l) Post-Modification Repetitive Inspections 

of the Unmodified Areas 

(1) For airplanes identified in paragraph 

(j)(1) of this AD, within 6,000 flight cycles 

after doing the modification required by 

paragraph (j) of this AD: Do a detailed 

inspection for cracks on the unmodified areas 

of the left- and right-side tension tie structure 

and frame structure, at certain stations, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2605, Revision 1, dated May 27, 

2010. If any crack is found during any 

inspection required by this paragraph, before 

further flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. Repeat 

the inspection of the unmodified areas 

thereafter at intervals not to exceed 6,000 

flight cycles. 

(2) Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 2010, 

refers to Section 51–10–02 of the Boeing 747– 

400F Structural Repair Manual (SRM) and 

Section 51–10–01 of the Boeing 747–100/ 

200/300 SRM as additional sources of 

guidance for removing small cracks and 

fatigue damage material from the existing 

holes in the unmodified center section of the 

tension tie channels. Where those SRM 

sections state that ‘‘zero-timing must only be 

used where specifically permitted in an SRM 

chapter-section-repair,’’ this AD allows the 

zero-timing procedures specified in those 

SRM sections. 

(m) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (j), (k), and 

(l)(1) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 747– 

53A2605, dated October 8, 2009. 

(n) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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) Certain actions required by paragraphs 

(g) and (h) of this AD are approved as 

AMOCs for the requirements specified in 

paragraphs (n)(4)(i), (n)(4)(ii), and (n)(4)(iii) 

of this AD. All provisions of the referenced 

ADs specified in paragraphs (n)(4)(i), 

(n)(4)(ii), and (n)(4)(iii) of this AD, including 

applicable post-modification inspection 

thresholds, remain fully applicable and must 

be complied with. 

(i) Repairs or modifications of the aft 

tension tie channels done in accordance with 

this AD are AMOCs for the repair 

requirements of paragraph A. of AD 84–19– 

01, Amendment 39–4913 (49 FR 35365, 

September 17, 1984); and paragraphs (a)(2) 

and (b)(2) of AD 94–13–06, Amendment 39– 

8946 (59 FR 32879, June 27, 1994). 

(ii) The inspection requirements of this AD 

are AMOCs for the post-modification 

inspection requirements of paragraph B. of 

AD 84–19–01, Amendment 39–4913 (49 FR 

35365, September 17, 1984); and paragraph 

(b) of AD 94–13–06, Amendment 39–8946 

(59 FR 32879, June 27, 1994). 

(iii) The inspection requirements of this 

AD are AMOCs for the inspections of 

Structural Significant Item (SSI) F–19A of 

Boeing Supplemental Structural Inspection 

Document D6–35022, Revision G, dated 

December 2000, as required by paragraphs (h) 

and (i) of AD 2004–07–22 R1, Amendment 

39–15326 (73 FR 1052, January 7, 2008); 

corrected February 14, 2008 (73 FR 8589). 

(5) AMOCs approved previously in 

accordance with AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, January 

12, 2006), are approved as AMOCs for the 

corresponding provisions of paragraph (g) of 

this AD. 

(6) AMOCs approved previously in 

accordance with AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, January 

12, 2006), are approved as AMOCs for the 

corresponding repairs or modifications 

required by paragraph (h) of this AD 

provided that the actions are done within the 

compliance times specified in paragraph (h) 

of this AD. Compliance times in previously 

approved AMOCs are not approved for 

paragraph (h) of this AD. 

(o) Related Information 

For more information about this AD, 

contact Nathan Weigand, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: (425) 917– 

6428; fax: (425) 917–6590; email: 

nathan.p.weigand@faa.gov. 

(p) Material Incorporated by Reference 

(1) 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. 

(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 August 14, 2012. 

(i) Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 2010. 

(ii) Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 2010. 

(4) The following service info was 

approved for IBR on February 16, 2006 (71 

FR 1947, January 12, 2006). 

(i) Boeing Special Attention Service 

Bulletin 747–53A2502, dated April 21, 2005. 

(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; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. 

(6) You may review copies of the 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 NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr_locations.html. 

Issued in Renton, Washington, on June 19, 

2012. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–15894 Filed 7–9–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0040; Directorate 

Identifier 2011–NM–121–AD; Amendment 

39–17108; AD 2012–13–06] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 


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