Federal Register / Vol. 78, No. 159 / Friday, August 16, 2013 / Rules and Regulations 49913 

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 2008–06–29, 

Amendment 39–15441 (73 FR 15397, March 

24, 2008), are approved as AMOCs for the 

corresponding provisions of this AD. 

(l) Related Information 

For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6440; fax: (425) 917–6590; 

email: nancy.marsh@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Boeing Service Bulletin 737–57A1301, 

Revision 3, dated August 11, 2011. 

(ii) Reserved. 

(3) 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. 

(4) You may view this service information 

at 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. 

(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/ibr-locations.html. 

Issued in Renton, Washington, on July 21, 

2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–19811 Filed 8–15–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0362; Directorate 

Identifier 2013–NM–030–AD; Amendment 

39–17531; AD 2013–15–15] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 727 

airplanes. This AD was prompted by an 

evaluation by the design approval 

holder indicating that the frame-to-floor 

beam attachment is subject to 

widespread fatigue damage. This AD 

requires repetitive high frequency eddy 

current inspections for any crack of the 

frames at body station (STA) 188 

through STA 344, and repair if 

necessary. We are issuing this AD to 

detect and correct fatigue cracking at the 

frame-to-floor beam attachment, on both 

the left- and right-sides, which could 

result in reduced structural integrity of 

the airplane, and decompression of the 

cabin. 

DATES: This AD is effective September 

20, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of September 20, 2013. 

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 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356. 

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: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; email: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on May 3, 2013 (78 FR 25905). 

The NPRM proposed to require 

repetitive high frequency eddy current 

inspections for any crack of the frames 

at body STA 188 through STA 344, and 

repair if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

Boeing stated that it supports the 

NPRM (78 FR 25905, May 3, 2013). 

Fedex stated that the NPRM (78 FR 

25905, May 3, 2013) will be effective for 

twenty of its Model 727–200 airplanes, 

the inspection threshold and intervals 

will fit within its planned scheduled 

maintenance checks and therefore will 

be no impact to available lift, the 

number of man-hours and elapsed time 

to accomplish the inspections will not 

impact the overall span-time of its 

planned scheduled maintenance check, 

and the inspections do not require any 

special inspection techniques, training, 

or tooling. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting thisAD 

as proposed—except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

25905, May 3, 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 25905, 

May 3, 2013). 


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49914 Federal Register / Vol. 78, No. 159 / Friday, August 16, 2013 / Rules and Regulations 

Costs of Compliance 

We estimate that this AD affects 106 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

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

Inspection ......... 118 work-hours × $85 per hour = 

$10,030 per inspection cycle.

$0 $10,030 per inspection cycle ........ $1,063,180 per inspection cycle. 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2013–15–15 The Boeing Company: 

Amendment 39–17531; Docket No. 

FAA–2013–0362; Directorate Identifier 

2013–NM–030–AD. 

(a) Effective Date 

This AD is effective September 20, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 727, 727C, 727–100, 727–100C, 727– 

200, and 727–200F series airplanes, 

certificated in any category, as identified in 

Boeing Special Attention Service Bulletin 

727–53–0234, dated January 17, 2013. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder indicating that 

the frame-to-floor beam attachment is subject 

to widespread fatigue damage. We are issuing 

this AD to detect and correct fatigue cracking 

at the frame-to-floor beam attachment, on 

both the left- and right-sides, which could 

result in reduced structural integrity of the 

airplane, and decompression of the cabin. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Repair 

Before the accumulation of 61,000 total 

flight cycles, or within 24 months after the 

effective date of this AD, whichever occurs 

later, do a high frequency eddy current 

inspection for cracking of the frames (for 

certain stations), in the area of the floor beam 

attachments on both the left- and right-sides 

of the airplane, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 727–53– 

0234, dated January 17, 2013. Repeat this 

inspection thereafter at intervals not to 

exceed 20,000 flight cycles. If any crack is 

found during any inspection required by this 

AD, before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (h) of 

this AD. 

(h) 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. 

(i) Related Information 

For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425–917– 

6577; fax: 425–917–6590; email: 

berhane.alazar@faa.gov. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Special Attention Service 

Bulletin 727–53–0234, dated January 17, 

2013. 


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Federal Register / Vol. 78, No. 159 / Friday, August 16, 2013 / Rules and Regulations 49915 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

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

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

5680; Internet https:// 

www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356. 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/ibr-locations.html. 

Issued in Renton, Washington, on July 21, 

2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–18122 Filed 8–15–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1321; Directorate 

Identifier 2011–NM–147–AD; Amendment 

39–17528; AD 2013–15–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2004–15– 

07, for certain Airbus Model A310 series 

airplanes. AD 2004–15–07 required 

repetitive inspections for fatigue 

cracking of the area around the fasteners 

of the landing plate of the aileron access 

doors of the bottom skin panel of the 

wings, and related corrective action. AD 

2004–15–07 also provided for an 

optional terminating action to end the 

repetitive inspections. This new AD 

reduces the initial inspection 

compliance time and intervals, and 

provides additional terminating action 

options. This AD was prompted by a 

reassessment of a previous fatigue 

threshold and inspection interval, 

which resulted in a determination that 

reduced inspection thresholds and 

intervals for accomplishment of the 

tasks are necessary. We are issuing this 

AD to detect and correct fatigue 

cracking of the area around the fasteners 

of the landing plate of the aileron access 

doors and the bottom skin panel of the 

wings, which could result in reduced 

structural integrity of the wings. 

DATES: This AD becomes effective 

September 20, 2013. 

The Director of the Federal Registe 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 20, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of August 31, 2004 (69 FR 

44592, July 27, 2004). 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–2125; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on February 5, 2013 (78 FR 

8054), and proposed to supersede AD 

2004–15–07, Amendment 39–13741 (69 

FR 44592, July 27, 2004). The NPRM 

proposed to correct an unsafe condition 

for the specified products. The 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2011–0125, 

dated June 30, 2011 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

DGAC [Direction Ge ́ne ́rale de l’Aviation 

Civile] France issued AD 2003–242(B) [which 

corresponds to FAA AD 2004–15–07, 

Amendment 39–13741 (69 FR 44592, July 27, 

2004)] to require an inspection programme 

for aeroplanes with pre- and post-Airbus 

modification 05106 configurations (Airbus 

SB A310–57–2004) in order to detect any 

crack located on the trailing edge of the wing 

bottom skin No. 2 panel of the all-speedaileron servo control bay. A crack at this 

location, if not detected and corrected, would 

propagate towards the wing rear spar and 

ultimately into the wing fuel tank area. 

Undetected cracks would affect the structural 

integrity of the [left hand] LH and/or [right 

hand] RH wing. 

Since issuance of DGAC France AD 2003– 

242(B) [which corresponds to FAA AD 2004– 

15–07, Amendment 39–13741 (69 FR 44592, 

July 27, 2004)], a reassessment of the 

previous fatigue threshold and inspection 

interval has been completed. As a result of 

the reassessment, the inspection thresholds 

and intervals for accomplishment of the tasks 

as defined in Airbus SB A310–57–2082 have 

been adjusted and reduced. Airbus SB A310– 

57–2082 Revision 03 has been published, in 

which the compliance time periods for these 

inspection thresholds and intervals have 

been amended. 

For the reasons stated above, this [EASA] 

AD retains the requirements of the DGAC 

France AD 2003–242(B) [which corresponds 

to FAA AD 2004–15–07, Amendment 39– 

13741 (69 FR 44592, July 27, 2004)], which 

is superseded, and requires implementation 

of the amended inspection programme. 

Corrective action includes doing a 

permanent repair (installing a repair 

plate and new landing plates), a 

temporary repair (crack-stop drilling 

and application of a protective coating) 

followed by repetitive inspections until 

a permanent repair is done, and a repair 

approved by the FAA or EASA (or its 

delegated agent). This AD also adds 

optional permanent repairs. 

The initial inspection compliance 

times are dependent on the 

configuration (modification status, 

repair status, and crack length), and 

type of use (short range, long range, and 

normal). For airplanes without 

temporary repairs, the initial inspection 

compliance time ranges between 2,000 

total flight cycles or 10,200 total flight 

hours, whichever occurs first; and 

12,000 total flight cycles or 24,000 total 

flight hours, whichever occurs first. If 

the total flight cycles or total flight 

hours compliance time has been 

exceeded, the initial inspection 

compliance time (grace period) ranges 

between 200 flight cycles or 1,000 flight 

hours, to within 1,000 flight cycles or 

2,800 flight hours, whichever occurs 

first. 

For airplanes with temporary repairs, 

the initial inspection compliance time is 

dependent on crack length and ranges 

between 7 flight cycles or 35 flight 

hours, whichever occurs first, since the 

repair; to within 100 flight cycles or 200 

flight hours, whichever occurs first, 

since the repair. 

For airplanes with a temporary repair, 

the compliance time for completing the 

permanent repair ranges between 35 

flight cycles or 175 flight hours, 

whichever occurs first, after completing 

the temporary repair; to within 500 

flight cycles or 1,000 flight hours, 


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