25898 Federal Register / Vol. 78, No. 86 / Friday, May 3, 2013 / Proposed Rules 

will notify the petitioner in writing of 

this decision and publish a notice in the 

Federal Register explaining the basis for 

its decision. The decision not to 

complete the rulemaking action will be 

documented as denial of the PRM in the 

docket file of the closed petition for 

rulemaking, in the Web sites, in the 

Unified Agenda, online in ADAMS and 

at http://www.regulations.gov as 

described in paragraph (j) of this 

section. 

(j) Status of PRMs and rulemakings. 

(1) The NRC will document the most 

current information on active 

rulemakings at http://www.nrc.gov/ 

reading-rm/doc-collections/rulemakingruleforum/rulemaking-dockets/ 

index.html and the most current 

information on petitions for rulemaking 

at http://www.nrc.gov/reading-rm/doccollections/rulemaking-ruleforum/ 

petitions-by-year.html. 

(2) The NRC will include a summary 

of the NRC’s planned and ongoing 

rulemakings in the Governmentwide 

Unified Agenda of Federal Regulatory 

and Deregulatory Actions (the Unified 

Agenda), published semiannually. This 

Unified Agenda is available at http:// 

www.reginfo.gov/public/do/ 

eAgendaMain/. 

(3) All docketed petitions, 

rulemakings, and public comments will 

be posted online in ADAMS and at 

http://www.regulations.gov. 

■ 4. In § 2.811, revise paragraph (e) to 

read as follows: 

§ 2.811 Filing of standard design 

certification application; required copies. 

* * * * * 

(e) Pre-application consultation. A 

prospective applicant for a standard 

design certification may consult with 

NRC staff before filing an application by 

writing to the Director, Division of New 

Reactor Licensing, U.S. Nuclear 

Regulatory Commission, Washington, 

DC 20555–0001, with respect to the 

subject matters listed in § 2.802(b)(1). A 

prospective petitioner also may 

telephone the Rules, Announcements, 

and Directives Branch, toll free on 1– 

800–368–5642, or send an email to 

Rulemaking.Comments@nrc.gov on 

these subject matters. In addition, a 

prospective applicant may confer 

informally with NRC staff BEFORE 

filing an application for a standard 

design certification, and the limitations 

on consultation in § 2.802(b)(2) do not 

apply. 

Dated at Rockville, Maryland, this 24th day 

of April 2013. 

For the Nuclear Regulatory Commission. 

Annette Vietti-Cook, 

Secretary of the Commission. 

[FR Doc. 2013–10117 Filed 5–2–13; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0364; Directorate 

Identifier 2011–NM–114–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to certain The Boeing 

Company Model 747 series airplanes. 

The existing AD currently requires 

inspection of the fuselage skin lap splice 

between body station (BS) 340 and BS 

400 at stringers (S)–6L and S–6R, and 

repair, if necessary. Since we issued that 

AD, analysis results indicated that the 

protruding head fastener modification 

and related post-modification 

inspections currently required are not 

adequate to prevent cracking at the 

upper row of fasteners in the stringer 6 

lap joint before the cracks reach a 

critical length. This proposed AD would 

add new repetitive inspections for 

cracking in the stringer 6 skin lap splice, 

which would terminate the existing 

inspections; and eventual modification 

of the lap splice, which would terminate 

the repetitive inspections; postmodification inspections; and corrective 

actions if necessary. This proposed AD 

would also add airplanes to the 

applicability. We are proposing this AD 

to detect and correct cracking at the 

upper row of fasteners in the stringer(s) 

6 lap joint, which could result in a 

sudden loss of cabin pressurization and 

the inability of the fuselage to withstand 

failsafe loads. 

DATES: We must receive comments on 

this proposed AD by June 17, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed 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 

review copies of the 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; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6432; fax: 425–917– 

6590; email: bill.ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–0364; Directorate Identifier 

2011–NM–114–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 


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will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On October 25, 1990, we issued AD 

90–23–14, Amendment 39–6801 (Docket 

No. 90–NM–110–AD; 55 FR 46652, 

November 6, 1990), for certain The 

Boeing Company Model 747 series 

airplanes. AD 90–23–14 superseded AD 

85–17–05, Amendment 39–5123 (Docket 

No. 85–NM–36–AD; 50 FR 33334, 

August 19, 1985). AD 90–23–14 requires 

inspection of the fuselage skin lap splice 

between BS 340 and BS 400 at S–6L and 

S–6R, and repair if necessary. AD 90– 

23–14 resulted from the FAA’s 

determination to remove the crack 

repair deferral option permitted in AD 

85–17–05. We issued AD 90–23–14 to 

prevent a sudden loss of cabin 

pressurization and the inability of the 

fuselage to withstand failsafe loads. 

Actions Since Existing AD (AD 90–23– 

14, Amendment 39–6801 (Docket No. 

90–NM–110–AD; 55 FR 46652, 

November 6, 1990)) Was Issued 

Since we issued AD 90–23–14, 

Amendment 39–6801 (Docket No. 90– 

NM–110–AD; 55 FR 46652, November 6, 

1990), analysis results have indicated 

that the post-modification inspections 

required by that AD for airplanes with 

an (optional) protruding head fastener 

modification are not adequate to prevent 

cracking at the upper row of fasteners in 

the stringer 6 lap joint before they reach 

a critical length. 

We have also determined that the 

stretched upper deck (SUD) modified 

airplanes that were added in Boeing 

Special Attention Service Bulletin 747– 

53–2253, Revision 4, dated September 9, 

2010, have a unique configuration at the 

S–6 lap splice in Section 41. This 

configuration was determined not to be 

equivalent to the improved 

configuration used after line number 

603 in terms of fatigue life. This 

determination was made after the S–6 

splice was re-evaluated to remove the 

protruding head fastener modification 

option, which was incorporated in 

Boeing Special Attention Service 

Bulletin 747–53–2253, Revision 4, dated 

September 9, 2010. For the SUD 

modified airplanes, inspections 

specified in Boeing Alert Service 

Bulletin 747–53A2809, dated June 18, 

2009, are currently required by other 

ADs. In addition, the external doubler 

modification specified in Boeing Service 

Bulletin 747–53–2272, is currently 

required by other ADs. Boeing Special 

Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 

2010, therefore added the post-mod 

inspections for the SUD modified 

airplanes in lieu of revising the existing 

service information that is required by 

other ADs. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 

2010. For information on the procedures 

and compliance times, see this service 

information at http://www.regulations. 

gov by searching for Docket No. FAA– 

2013–0364. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain the 

requirements of AD 90–23–14, 

Amendment 39–6801 (Docket No. 90– 

NM–110–AD; 55 FR 46652, November 6, 

1990). This proposed AD would add 

new repetitive inspections for cracking 

in the stringer 6 skin lap splice, which 

would terminate the existing 

inspections; eventual modification of 

the lap splice, which would terminate 

the repetitive inspections; postmodification inspections; and corrective 

actions if necessary. This proposed AD 

would also add airplanes to the 

applicability. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Information.’’ 

The phrase ‘‘related investigative 

actions’’ might be used in this proposed 

AD. ‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary actions, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

In addition, the phrase ‘‘corrective 

actions’’ might be used in this proposed 

AD. ‘‘Corrective actions’’ are actions 

that correct or address any condition 

found. Corrective actions in an AD 

could include, for example, repairs. 

Differences Between the Proposed AD 

and the Service Information 

Boeing Special Attention Service 

Bulletin 747–53–2253, Revision 4, dated 

September 9, 2010, specifies to contact 

the manufacturer for instructions on 

how to repair certain conditions, but 

this proposed AD would require 

repairing those conditions in one of the 

following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Change to Existing AD 

This proposed AD would retain 

certain requirements of AD 90–23–14, 

Amendment 39–6801 (Docket No. 90– 

NM–110–AD; 55 FR 46652, November 6, 

1990). Since AD 90–23–14 was issued, 

the AD format has been revised, and 

certain paragraphs have been 

rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 90–23– 

14, Amendment 39–6801 

(Docket No. 90–NM–110– 

AD;55 FR 46652, 

November 6, 1990) 

Corresponding 

requirement in 

this proposed 

AD 

paragraph (A) ........................ paragraph (g) 

paragraph (B) ........................ paragraph (h) 

paragraph (C) ........................ paragraph (i) 

paragraph (D) ........................ paragraph (j) 

We have also added new paragraph 

(o)(3) to this proposed AD to clarify that 

if any cracking is found during any 

inspection required by this proposed 

AD, and Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 

2, dated March 29, 1990, specifies to 

contact Boeing for appropriate action, 

this proposed AD would require 

repairing the crack using a method 

approved in accordance with the 

procedures specified in paragraph (q) of 

this proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

affects 76 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 


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ESTIMATED COSTS

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

Retained inspections from AD 90–23–14, 

Amendment 39–6801 (Docket No. 90–NM– 

110–AD; 55 FR 46652, November 6, 1990).

8 work-hours × $85 per 

hour = $680 per inspection cycle.

$0 $680 per inspection 

cycle.

$51,680 per inspection 

cycle 

New proposed pre-modification inspections ....... 8 work-hours × $85 per 

hour = $680 per inspection cycle.

$0 $680 per inspection 

cycle.

$51,680 per inspection 

cycle 

New proposed modification ................................. 204 work-hours × $85 

per hour = $17,340.

$0 $17,340 ........................ $1,317,840 

New proposed post-modification inspections ..... 12 work-hours × $85 

per hour = $1,020 per 

inspection cycle.

$0 $1,020 per inspection 

cycle.

$77,520 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

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 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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) 

90–23–14, Amendment 39–6801 (Docket 

No. 90–NM–110–AD; 55 FR 46652, 

November 6, 1990), and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2013–0364; Directorate Identifier 2011– 

NM–114–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by June 17, 2013. 

(b) Affected ADs 

This AD supersedes AD 90–23–14, 

Amendment 39–6801 (55 FR 46652, 

November 6, 1990). 

(c) Applicability 

This AD applies to The Boeing Company 

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

200C, 747–200F, 747–300, 747SR, and 747SP 

series airplanes, certificated in any category, 

as identified in Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by analysis results 

indicating that the protruding head fastener 

modification and related post-modification 

inspections currently required are not 

adequate to prevent cracking at the upper 

row of fasteners in the stringer (S)–6 lap joint 

before the cracks reach a critical length. We 

are issuing this AD to detect and correct 

cracking at the upper row of fasteners in the 

S–6 lap joint, which could result in a sudden 

loss of cabin pressurization and the inability 

of the fuselage to withstand failsafe loads. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection for Unmodified 

Airplanes With Revised Service Information 

This paragraph restates the requirements of 

paragraph (A) of AD 90–23–14, Amendment 

39–6801 (Docket No. 90–NM–110–AD; 55 FR 

46652, November 6, 1990), with revised 

service information. For airplanes identified 

in Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990, and that 

have not been modified as specified in 

Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990; In 

accordance with the schedule indicated 

below, perform a high frequency eddy 

current (HFEC) inspection of the fuselage lap 

joint for cracks between body station (BS) 

340 and BS 400, or aft as far as the crew door, 

at stringer S–6L and S–6R, in accordance 

with Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990; or Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010. 

As of the effective date of this AD, only 

Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010, may be used to accomplish the actions 

required by this paragraph. 

(1) Inspection Schedule: 

(i) Unless previously accomplished within 

the last 2,750 landings, perform the initial 

inspection within the next 250 landings after 

December 11, 1990 (the effective date of AD 

90–23–14, Amendment 39–6801 (Docket No. 

90–NM–110–AD; 55 FR 46652, November 6, 

1990)), or prior to the accumulation of 10,000 

landings after the modification, whichever 

occurs later. 

(ii) Repeat the inspection thereafter at 

intervals not to exceed 3,000 landings. 


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(2) If cracks are found, repair prior to 

further flight, in accordance with Boeing 

Service Bulletin 747–53–2253, Revision 2, 

dated March 29, 1990; or Boeing Special 

Attention Service Bulletin 747–53–2253, 

Revision 4, dated September 9, 2010. As of 

the effective date of this AD, only Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010, 

may be used to accomplish the actions 

required by this paragraph. 

(h) Retained Inspection for Modified 

Airplanes With Revised Service Information 

This paragraph restates the requirements of 

paragraph (B) of AD 90–23–14, Amendment 

39–6801 (Docket No. 90–NM–110–AD; 55 FR 

46652, November 6, 1990), with revised 

service information. For airplanes identified 

in Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990, and that 

have been modified as specified in Boeing 

Service Bulletin 747–53–2253, Revision 2, 

dated March 29, 1990; In accordance with the 

schedule below, perform an HFEC inspection 

of the fuselage lap joint for cracks between 

BS 340 and BS 400, or aft as far as the crew 

door, at S–6L and S–6R, in accordance with 

Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990, or Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010. 

As of the effective date of this AD, use only 

Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010, to accomplish the action required by 

this paragraph. Accomplishment of the 

actions required by paragraph (k) of this AD 

terminates the requirements of this 

paragraph. 

(1) Inspection Schedule: 

(i) Unless previously accomplished within 

the last 2,750 landings, perform the initial 

inspection within the next 250 landings after 

December 11, 1990 (the effective date of AD 

90–23–14, Amendment 39–6801 (Docket No. 

90–NM–110–AD; 55 FR 46652, November 6, 

1990)), or prior to the accumulation of 10,000 

landings after the modification, whichever 

occurs later. 

(ii) Repeat the inspection thereafter at 

intervals not to exceed 3,000 landings. 

(2) If cracks are found, repair prior to 

further flight, in accordance with Boeing 

Service Bulletin 747–53–2253, Revision 2, 

dated March 29, 1990; or Boeing Special 

Attention Service Bulletin 747–53–2253, 

Revision 4, dated September 9, 2010. As of 

the effective date of this AD, only Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010, 

may be used to accomplish the actions 

required by this paragraph. 

(i) Retained Landing Determination 

This paragraph restates the provisions of 

paragraph (C) of AD 90–23–14, Amendment 

39–6801 (Docket No. 90–NM–110–AD; 55 FR 

46652, November 6, 1990), with compliance 

time limitation. For purposes of complying 

with paragraphs (g) and (h) of this AD, the 

number of landings may be determined to be 

equal to the number of pressurization cycles 

where the cabin pressure differential was 

greater than 1.5 pounds per square inch (psi); 

After the effective date of this AD, the 1.5 psi 

cabin pressure differential is not allowed. 

(j) Retained Inspection Adjustment Factor 

This paragraph restates the requirements of 

paragraph (D) of AD 90–23–14, Amendment 

39–6801 (55 FR 46652, November 6, 1990) 

with compliance time limitation. For Model 

747SR airplanes only: Based on a continued 

mixed operation of lower cabin differentials, 

the initial inspection thresholds and the 

repetitive inspection intervals specified in 

paragraphs (g) and (h) of this AD may be 

multiplied by a 1.2 adjustment factor; After 

the effective date of this AD, the 1.2 

adjustment factor is not allowed. 

(k) New Inspections: Groups 1 Through 5 

Airplanes 

For airplanes in Groups 1 through 5, as 

identified in Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010: At the time 

specified in Table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, except where Table 

1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010, 

refers to a compliance time of 250 flight 

cycles after December 11, 1990 (the effective 

date of AD 90–23–14, Amendment 39–6801 

(Docket No. 90–NM–110–AD; 55 FR 46652, 

November 6, 1990)), the compliance time in 

this AD is 250 flight cycles after the effective 

date of this AD; do external detailed and 

HFEC inspections for cracks in the stringer 6 

skin lap splice, and do all applicable 

corrective actions, as applicable; in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, except as required 

by paragraph (o) of this AD. Do all applicable 

corrective actions at the applicable time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010. Accomplishment of the actions 

required by this paragraph terminates the 

requirements of paragraphs (g) and (h) of this 

AD. 

(l) New Repetitive Pre-modification 

Inspections: Groups 1 Through 5 Airplanes 

For airplanes in Groups 1 through 5, as 

identified in Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010: Repeat the 

inspections required by paragraph (k) of this 

AD at the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010, 

until accomplishment of the modification 

required by paragraph (m) of this AD. 

(m) New Modification: Groups 1 Through 5 

Airplanes 

(1) For airplanes in Groups 1 through 5, as 

identified in Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, on which the 

structural repair manual (SRM) repair 

specified in Part 1 of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, has not been done: 

Before the accumulation of 20,000 total flight 

cycles, or within 1,000 flight cycles after the 

effective date of this AD, whichever occurs 

later, install the doubler modification, and do 

all applicable related investigative and 

corrective actions, in accordance with Part 3 

of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010. All applicable related investigative and 

corrective actions must be done before 

further flight. Compliance with the 

requirements of this paragraph terminates the 

requirements of paragraphs (k) and (l) of this 

AD. 

(2) For airplanes in Groups 1 through 5, as 

identified in Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, on which the SRM 

repair specified in Part 1 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010, 

has been done: Within 3,000 flight cycles 

after accomplishing the SRM repair or within 

1,000 flight cycles after the effective date of 

this AD, whichever occurs later, install the 

doubler modification, and do all applicable 

related investigative and corrective actions, 

in accordance with Part 3 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010. 

All applicable related investigative and 

corrective actions must be done before 

further flight. Compliance with the 

requirements of this paragraph terminates the 

requirements of paragraphs (k) and (l) of this 

AD. 

(n) New Repetitive Post-modification 

Inspections: Modified Airplanes 

For airplanes modified as specified in Part 

3 of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010, at the applicable time specified in 

Table 3 or 4 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010: Do detailed and eddy current 

inspections to detect cracking of the skin, 

frames, and tear straps, as applicable, in 

accordance with Part 4 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010. 

If any crack is found, repair before further 

flight using a method approved in 

accordance with the procedures specified in 

paragraph (q) of this AD. Repeat the 

applicable inspections thereafter at the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010. 

(o) Exceptions to Service Information 

Specifications 

(1) If any cracking is found during any 

inspection required by this AD, and Boeing 

Special Attention Service Bulletin 747–53– 

2253, Revision 4, dated September 9, 2010; 

specifies to contact Boeing for appropriate 

action: Before further flight, repair the crack 

using a method approved in accordance with 


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the procedures specified in paragraph (q) of 

this AD. 

(2) Although Boeing Special Attention 

Service Bulletin 747–53–2253, Revision 4, 

dated September 9, 2010, specifies to submit 

certain information to the manufacturer, this 

AD does not include that requirement. 

(3) As of the effective date of this AD, if 

any cracking is found during any inspection 

required by this AD, and Boeing Special 

Attention Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990, 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 (q) of this 

AD. 

(p) Credit for Previous Actions 

This paragraph provides credit for the 

repairs and doubler modifications required 

by paragraphs (k) and (m) of this AD, if those 

actions were performed before the effective 

date of this AD using the service information 

specified in paragraphs (p)(1) through (p)(4) 

of this AD. Post-modification inspections 

must continue, as required by paragraph (n) 

of this AD. 

(1) Boeing Service Bulletin 747–53–2253, 

dated December 14, 1984, which is not 

incorporated by reference in this AD. 

(2) Boeing Service Bulletin 747–53–2253, 

Revision 1, dated January 25, 1990, which is 

not incorporated by reference in this AD. 

(3) Boeing Service Bulletin 747–53–2253, 

Revision 2, dated March 29, 1990. 

(4) Boeing Service Bulletin 747–53–2253, 

Revision 3, dated March 24, 1994, which is 

not incorporated by reference in this AD. 

(q) 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) AMOCs approved previously in 

accordance with AD 90–23–14, Amendment 

39–6801 (Docket No. 90–NM–110–AD; 55 FR 

46652, November 6, 1990), are approved as 

AMOCs for the corresponding provisions of 

this AD: 

(5) AMOCs approved previously for the 

ADs specified in paragraphs (q)(5)(i) through 

(q)(5)(vi) of this AD, for repair and doubler 

modification installations in the area affected 

by Boeing Special Attention Service Bulletin 

747–53–2253, Revision 4, dated September 9, 

2010, are approved as AMOCs for the actions 

specified in paragraphs (g), (h), (k), (l), and 

(m) of this AD. The post-modification 

inspections required by paragraph (n) of this 

AD must be accomplished. 

(i) AD 2010–10–05, Amendment 39–16284 

(75 FR 27424, May 17, 2010). 

(ii) AD 2010–09–03, Amendment 39–16268 

(75 FR 22514, April 29, 2010). 

(iii) AD 2009–04–16, Amendment 39– 

15822 (74 FR 8737, February 26, 2009). (iv) 

AD 91–11–01, Amendment 39–6997 (56 FR 

22306, May 15, 1991). 

(v) AD 90–06–06 Amendment 39–6490 (55 

FR 8374, March 7, 1990). 

(vi) AD 2006–24–02 Amendment 39–14831 

(71 FR 67445, November 22, 2006). 

(r) Related Information 

(1) For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6432; fax: 425–917–6590; 

email: bill.ashforth@faa.gov. 

(2) 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 review copies of the 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. 

Issued in Renton, Washington, on April 24, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–10481 Filed 5–2–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0363; Directorate 

Identifier 2013–NM–031–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A330–200, –300 and –200 

Freighter series airplanes, and Model 

A340–200, –300, –500, and –600 series 

airplanes. This proposed AD would 

require, for certain airplanes, revising 

the airplane flight manual (AFM) to 

advise the flight crew of emergency 

procedures for addressing Angle of 

Attack (AOA) sensor blockage. This 

proposed AD would also mandate 

replacing the AOA sensor conic plates 

with AOA sensor flat plates, which is a 

terminating action for the AFM revision. 

This proposed AD was prompted by a 

report that an airplane equipped with 

AOA sensors installed with conic plates 

recently experienced blockage of all 

sensors during climb, leading to 

autopilot disconnection and activation 

of the alpha protection (Alpha Prot) 

when Mach number was increased. We 

are proposing this AD to prevent 

reduced control of the airplane. 

DATES: We must receive comments on 

this proposed AD by June 17, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS— 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

airworthiness.A330–A340@airbus.com; 

Internet http://www.airbus.com. You 

may review copies of the 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; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 


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