59630 Federal Register / Vol. 79, No. 192 / Friday, October 3, 2014 / Rules and Regulations 

Region 

No. Area within region Office address 

V .......... Alaska, Arizona, California, Guam, Hawaii, Idaho, Nevada, Oregon, Utah, Washington.1230 W. Washington Street, Suite 301, Tempe, AZ 85281. 

* * * * * 

[FR Doc. 2014–22715 Filed 10–2–14; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1067; Directorate 

Identifier 2013–NM–164–AD; Amendment 

39–17982; AD 2014–20–09] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400 

series airplanes. This AD was prompted 

by reports of missing clamps that are 

required to provide positive separation 

between the alternating current (AC) 

feeder cables and the hydraulic line of 

the landing gear alternate extension. 

This AD requires an inspection for 

missing clamps that are required to 

provide positive separation between the 

AC feeder cables and the hydraulic line 

of the landing gear alternate extension, 

and related investigative and corrective 

actions if necessary. We are issuing this 

AD to detect and correct chafing of the 

AC feeder cable. A chafed and arcing 

AC feeder cable could puncture the 

adjacent hydraulic line, which, in 

combination with the use of the 

alternate extension system, could result 

in an in-flight fire. 

DATES: This AD becomes effective 

November 7, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 7, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-1067 or in 

person at the Docket Management 

Facility, U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC. 

For service information identified in 

this AD, contact Bombardier, Inc., QSeries Technical Help Desk, 123 Garratt 

Boulevard, Toronto, Ontario M3K 1Y5, 

Canada; telephone 416–375–4000; fax 

416–375–4539; email thd.qseries@

aero.bombardier.com; Internet http://

www.bombardier.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

FOR FURTHER INFORMATION CONTACT: 

Assata Dessaline, Aerospace Engineer, 

Avionics and Service Branch, ANE–172, 

FAA, New York Aircraft Certification 

Office, 1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; telephone 516– 

228–7301; fax 516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc. Model 

DHC–8–400 series airplanes. The NPRM 

published in the Federal Register on 

December 30, 2013 (78 FR 79338). 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2013–16, 

dated June 14, 2013 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

During production checks, it was found 

that the appropriate clamps required to 

provide positive separation between the AC 

feeder cables and the hydraulic line of the 

landing gear alternate extension were 

omitted. The AC feeder cable could sag and 

be in direct contact with the swage fitting of 

the landing gear alternate extension 

hydraulic line, resulting in chafing of the AC 

feeder cable. The chafed and arcing AC 

feeder cable could puncture the adjacent 

hydraulic line. In combination with the use 

of the alternate extension system, this could 

result in an in-flight fire. 

This [Canadian] AD mandates the [general 

visual] inspection [for missing clamps], and 

rectification [related investigative and 

corrective actions] as necessary, for proper 

clamp installation. 

The related investigative action is a 

general visual inspection of the AC 

power feeder cables and the hydraulic 

line for damage due to chafing. The 

corrective actions include repair of 

chafed parts, and replacement of 

missing clamps. You may examine the 

MCAI in the AD docket on the Internet 

at http://www.regulations.gov/

#!documentDetail;D=FAA-2013-1067- 

0002. 

Comment 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

The following presents the comment 

received on the NPRM (78 FR 79338, 

December 30, 2013) and the FAA’s 

response to the comment. 

Request To Remove Certain Service 

Information Procedures 

Horizon Air requested that we change 

the language in paragraph (g) of the 

NPRM (78 FR 79338, December 30, 

2013) from mandating the 

Accomplishment Instructions in 

Bombardier Service Bulletin 84–24–53, 

Revision A, dated May 16, 2013, to 

mandating only the section of 

Bombardier Service Bulletin 84–24–53, 

Revision A, dated May 16, 2013, that 

corrects the unsafe condition. Horizon 

Air stated that the Accomplishment 

Instructions, Part A, ‘‘Job Set-up,’’ and 

Part C, ‘‘Close Out,’’ have nothing to do 

with correcting the unsafe condition. 

Horizon Air expressed that mandating 

operators to perform these sections adds 

an unnecessary regulatory requirement 

because operators must have the 

airplane in a specific condition, and 

keep it in that condition, while 

performing the corrective action. 

Horizon Air also stated that, if the FAA 

keeps the requirements of job setup and 

job close-out, it forces an operator to 

request an alternative method of 

compliance (AMOC) if it chooses to 

deviate from the work-steps. Horizon 

Air provided its cost estimate of 

obtaining an AMOC. 

In this case, we agree with the 

commenter’s request to exclude the ‘‘Job 

Set-up’’ and ‘‘Close Out’’ sections of 

Bombardier Service Bulletin 84–24–53, 

Revision A, dated May 16, 2013. We 

have revised paragraph (g) of this AD to 

require accomplishment of paragraph 

3.B., ‘‘Procedure,’’ of the 

Accomplishment Instructions of 

Bombardier Service Bulletin 84–24–53, 

Revision A, dated May 16, 2013. 


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Federal Register / Vol. 79, No. 192 / Friday, October 3, 2014 / Rules and Regulations 59631 

‘‘Contacting the Manufacturer’’ 

Paragraph in This AD 

Since late 2006, we have included a 

standard paragraph titled ‘‘Airworthy 

Product’’ in all MCAI ADs in which the 

FAA develops an AD based on a foreign 

authority’s AD. 

The MCAI or referenced service 

information in an FAA AD often directs 

the owner/operator to contact the 

manufacturer for corrective actions, 

such as a repair. Briefly, the Airworthy 

Product paragraph allowed owners/

operators to use corrective actions 

provided by the manufacturer if those 

actions were FAA-approved. In 

addition, the paragraph stated that any 

actions approved by the State of Design 

Authority (or its delegated agent) are 

considered to be FAA-approved. 

In the NPRM (78 FR 79338, December 

30, 2013), we proposed to prevent the 

use of repairs that were not specifically 

developed to correct the unsafe 

condition, by requiring that the repair 

approval provided by the State of 

Design Authority or its delegated agent 

specifically refer to this FAA AD. This 

change was intended to clarify the 

method of compliance and to provide 

operators with better visibility of repairs 

that are specifically developed and 

approved to correct the unsafe 

condition. In addition, we proposed to 

change the phrase ‘‘its delegated agent’’ 

to include a design approval holder 

(DAH) with State of Design Authority 

design organization approval (DOA), as 

applicable, to refer to a DAH authorized 

to approve required repairs for the 

proposed AD. 

No comments were provided to the 

NPRM (78 FR 79338, December 30, 

2013) about these proposed changes. 

However, a comment was provided for 

another NPRM, Directorate Identifier 

2012–NM–101–AD (78 FR 78285, 

December 26, 2013), in which the 

commenter stated the following: ‘‘The 

proposed wording, being specific to 

repairs, eliminates the interpretation 

that Airbus messages are acceptable for 

approving minor deviations (corrective 

actions) needed during accomplishment 

of an AD mandated Airbus service 

bulletin.’’ 

This comment has made the FAA 

aware that some operators have 

misunderstood or misinterpreted the 

Airworthy Product paragraph to allow 

the owner/operator to use messages 

provided by the manufacturer as 

approval of deviations during the 

accomplishment of an AD-mandated 

action. The Airworthy Product 

paragraph does not approve messages or 

other information provided by the 

manufacturer for deviations to the 

requirements of the AD-mandated 

actions. The Airworthy Product 

paragraph only addresses the 

requirement to contact the manufacturer 

for corrective actions for the identified 

unsafe condition and does not cover 

deviations from other AD requirements. 

However, deviations to AD-required 

actions are addressed in 14 CFR 39.17, 

and anyone may request the approval 

for an alternative method of compliance 

to the AD-required actions using the 

procedures found in 14 CFR 39.19. 

To address this misunderstanding and 

misinterpretation of the Airworthy 

Product paragraph, we have changed 

that paragraph and retitled it 

‘‘Contacting the Manufacturer.’’ This 

paragraph now clarifies that for any 

requirement in this AD to obtain 

corrective actions from a manufacturer, 

the action must be accomplished using 

a method approved by the FAA, TCCA, 

or Bombardier’s TCCA Design Approval 

Organization (DAO). Where necessary 

throughout this AD, we also replaced 

any reference to approvals of corrective 

actions with a reference to the 

Contacting the Manufacturer paragraph. 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DAO, the approval must include 

the DAO-authorized signature. The DAO 

signature indicates that the data and 

information contained in the document 

are TCCA-approved, which is also FAAapproved. Messages and other 

information provided by the 

manufacturer that do not contain the 

DAO-authorized signature approval are 

not TCCA-approved, unless TCCA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility previously afforded by the 

Airworthy Product paragraph. 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the Airworthiness 

Directive Implementation Aviation 

Rulemaking Committee to increase 

flexibility in complying with ADs by 

identifying those actions in 

manufacturers’ service instructions that 

are ‘‘Required for Compliance’’ with 

ADs. We continue to work with 

manufacturers to implement this 

recommendation. But once we 

determine that an action is required, any 

deviation from the requirement must be 

approved as an alternative method of 

compliance. 

Other commenters to the NPRM 

discussed previously, Directorate 

Identifier 2012–NM–101–AD (78 FR 

78285, December 26, 2013), pointed out 

that in many cases the foreign 

manufacturer’s service bulletin and the 

foreign authority’s MCAI might have 

been issued some time before the FAA 

AD. Therefore, the DOA might have 

provided U.S. operators with an 

approved repair, developed with full 

awareness of the unsafe condition, 

before the FAA AD is issued. Under 

these circumstances, to comply with the 

FAA AD, the operator would be 

required to go back to the 

manufacturer’s DOA and obtain a new 

approval document, adding time and 

expense to the compliance process with 

no safety benefit. 

Based on these comments, we 

removed the requirement that the DAHprovided repair specifically refer to this 

AD. Before adopting such a 

requirement, the FAA will coordinate 

with affected DAHs and verify they are 

prepared to implement means to ensure 

that their repair approvals consider the 

unsafe condition addressed in this AD. 

Any such requirements will be adopted 

through the normal AD rulemaking 

process, including notice-and-comment 

procedures, when appropriate. We also 

have decided not to include a generic 

reference to either the ‘‘delegated agent’’ 

or ‘‘DAH with State of Design Authority 

design organization approval,’’ but 

instead we have provided the specific 

delegation approval granted by the State 

of Design Authority for the DAH. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this 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 (78 FR 

79338, December 30, 2013) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 79338, 

December 30, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 78 

airplanes of U.S. registry. 

We also estimate that it would take 

about 2 work-hours per product to 

comply with the basic requirements of 

this AD. The average labor rate is $85 

per work-hour. Based on these figures, 

we estimate the cost of this AD on U.S. 

operators to be $13,260, or $170 per 

product. 


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59632 Federal Register / Vol. 79, No. 192 / Friday, October 3, 2014 / Rules and Regulations 

In addition, we estimate that any 

necessary follow-on actions would take 

about 2 work-hours and require parts 

costing $11, for a cost of $181 per 

product. We have received no definitive 

data that would enable us to provide 

cost estimates for the on-condition 

repair of the AC power feeder cables 

and hydraulic lines specified in this AD. 

We have no way of determining the 

number of aircraft that might need these 

actions. 

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 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 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-1067; 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 street address for the 

Docket Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2014–20–09 Bombardier, Inc.: Amendment 

39–17982. Docket No. FAA–2013–1067; 

Directorate Identifier 2013–NM–164–AD. 

(a) Effective Date 

This AD becomes effective November 7, 

2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes, 

certificated in any category, serial numbers 

4001 through 4347 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 24, Electrical power. 

(e) Reason 

This AD was prompted by reports of 

missing clamps that are required to provide 

positive separation between the alternating 

current (AC) feeder cables and the hydraulic 

line of the landing gear alternate extension. 

We are issuing this AD to detect and correct 

chafing of the AC feeder cable. A chafed and 

arcing AC feeder cable could puncture the 

adjacent hydraulic line, which, in 

combination with the use of the alternate 

extension system, could result in an in-flight 

fire. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Clamp Inspection, Related Investigative 

Actions, and Corrective Actions 

Within 6,000 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs earlier: Do a general visual inspection 

for installation of clamps between the AC 

feeder cables and hydraulic line; and do all 

applicable related investigative and 

corrective actions; in accordance with 

paragraph 3.B., ‘‘Procedure,’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–24–53, Revision A, dated 

May 16, 2013. Do all applicable related 

investigative and corrective actions before 

further flight. 

(h) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Bombardier Service 

Bulletin 84–24–53, dated May 11, 2012. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, 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 ACO, send it to ATTN: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 11590; 

telephone 516–228–7300; fax 516–794–5531. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, New York ACO, ANE–170, 

Engine and Propeller Directorate, FAA; or 

Transport Canada Civil Aviation (TCCA); or 

Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). If approved by the DAO, 

the approval must include the DAOauthorized signature. 

(j) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2013–16, dated 

June 14, 2013, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov/

#!documentDetail;D=FAA-2013-1067-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (k)(3) and (k)(4) of this AD. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 


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Federal Register / Vol. 79, No. 192 / Friday, October 3, 2014 / Rules and Regulations 59633 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Bombardier Service Bulletin 84–24–53, 

Revision A, dated May 16, 2013. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Bombardier, Inc., Q-Series 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

(4) You may view this 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on 

September 23, 2014. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–23429 Filed 10–2–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0283; Directorate 

Identifier 2012–NM–183–AD; Amendment 

39–17980; AD 2014–20–07] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2010–03– 

05 for all the Boeing Company Model 

747–200C and –200F series airplanes. 

AD 2010–03–05 required, for the upper 

chords of the upper deck floor beam of 

section 41, an inspection for cracking of 

certain fastener holes, and corrective 

action if necessary; and repetitive 

replacements of the upper chords, straps 

(or angles), and radius fillers of certain 

upper deck floor beams and, for any 

replacement that is done, inspections 

for cracking, and corrective actions if 

necessary. This new AD adds repetitive 

inspections of the upper chords of the 

upper deck floor beam of Section 42, 

repetitive replacements of the upper 

chords, post-replacement inspections, 

and corrective actions if necessary. This 

new AD also adds post-replacement 

inspections for section 41 and reduces 

certain compliance times. This AD was 

prompted by a determination that the 

upper deck floor beams are subject to 

widespread fatigue damage (WFD), the 

existing inspection program is not 

sufficient to maintain an acceptable 

level of safety, and the upper chords of 

the upper deck floor beam of section 42 

are subject to the unsafe condition. We 

are issuing this AD to detect and correct 

cracking of the upper chords and straps 

(or angles) of the floor beams, which 

could lead to failure of the floor beams 

and consequent loss of controllability, 

rapid decompression, and loss of 

structural integrity of the airplane. 

DATES: This AD is effective November 7, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 7, 2014. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0283; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

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

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Roger Caldwell, Aerospace Engineer, 

Technical Operations Center, ANM– 

100D, FAA, Denver Aircraft 

Certification Office (ACO), 26805 East 

68th Avenue, Room 214, Denver, CO 

80249; phone: 303–342–1086; fax: 303– 

342–1088; email: roger.caldwell@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2010–03–05, 

Amendment 39–16188 (75 FR 5692, 

February 4, 2010). AD 2010–03–05 

applied to all The Boeing Company 

Model 747–200C and –200F series 

airplanes. The NPRM published in the 

Federal Register on May 28, 2014 (79 

FR 30486). The NPRM was prompted by 

a determination that the upper deck 

floor beams are subject to WFD, the 

existing inspection program is not 

sufficient to maintain an acceptable 

level of safety, and the upper chords of 

the upper deck floor beams in section 42 

are subject to the identified unsafe 

condition. The NPRM proposed to add 

post-replacement inspections for section 

41 and reduce certain compliance times. 

The NPRM also proposed to add 

repetitive inspections of the upper 

chords of the upper deck floor beams in 

section 42, repetitive replacements of 

the upper chords, post-replacement 

inspections, and corrective action if 

necessary. We are issuing this AD to 

detect and correct cracking of the upper 

chords and straps (or angles) of the floor 

beams, which could lead to failure of 

the floor beams and consequent loss of 

controllability, rapid decompression, 

and loss of structural integrity of the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

Boeing stated that it concurs with the 

contents of the NPRM (79 FR 30486, 

May 28, 2014). 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

30486, May 28, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 30486, 

May 28, 2014). 

Costs of Compliance 

We estimate that this AD affects 25 

airplanes of U.S. registry. 


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