4042 Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 

(d) For propeller critical parts, 

applicants must meet the prescribed 

integrity specifications of § 35.16. These 

instances must be stated in the safety 

analysis. 

* * * * * 

■ 3. Add § 35.16 to subpart B to read as 

follows: 

§ 35.16 Propeller Critical Parts. 

The integrity of each propeller critical 

part identified by the safety analysis 

required by § 35.15 must be established 

by: 

(a) A defined engineering process for 

ensuring the integrity of the propeller 

critical part throughout its service life, 

(b) A defined manufacturing process 

that identifies the requirements to 

consistently produce the propeller 

critical part as required by the 

engineering process, and 

(c) A defined service management 

process that identifies the continued 

airworthiness requirements of the 

propeller critical part as required by the 

engineering process. 

Issued in Washington, DC, on January 8, 

2013. 

Michael P. Huerta, 

Acting Administrator. 

[FR Doc. 2013–01041 Filed 1–17–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0724; Directorate 

Identifier 2010–NM–181–AD; Amendment 

39–17299; AD 2012–26–04] 

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 

757–200, –200PF, and –200CB series 

airplanes powered by Rolls-Royce 

engines. That AD currently requires 

repetitive inspections of the shim 

installation between the drag brace 

fitting vertical flange and bulkhead, and 

repair if necessary; for certain airplanes, 

an inspection for cracking of the four 

critical fastener holes in the horizontal 

flange, and repair if necessary; and, for 

airplanes without conclusive records of 

previous inspections, performing the 

existing actions. This new AD reduces 

the repetitive inspection interval; adds 

repetitive detailed inspections for 

cracking of the bulkhead, and repair if 

necessary; allows an extension of the 

repetitive intervals for certain airplanes 

by also doing repetitive ultrasonic 

inspections for cracking of the 

bulkhead, and repair if necessary; and 

provides an option for a high frequency 

eddy current inspection for cracking of 

the critical fastener holes, and repair if 

necessary. This action also adds a 

terminating action for certain repetitive 

inspections. This AD was prompted by 

reports of loose fasteners and cracks at 

the joint common to the aft torque 

bulkhead and strut-to-diagonal brace 

fitting, and one report of such damage 

occurring less than 3,000 flight cycles 

after the last inspection. We are issuing 

this AD to detect and correct cracks, 

loose and broken bolts, and shim 

migration in the joint between the aft 

torque bulkhead and the strut-todiagonal brace fitting, which could 

result in damage to the strut and 

consequent separation of the strut and 

engine from the airplane. 

DATES: This AD is effective February 22, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of February 22, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of August 24, 2007 (72 FR 

44753, August 9, 2007). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

phone: 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 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone 425– 

917–6440; fax 425–917–6590; email: 

Nancy.Marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede 

airworthiness directive (AD) 2008–05– 

10, Amendment 39–15404 (73 FR 

11347, March 3, 2008). (AD 2008–05–10 

superseded AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, 

August 9, 2007); and AD 2007–16–13 

superseded AD 2005–12–04, 

Amendment 39–14120 (70 FR 34313, 

June 14, 2005).) AD 2008–05–10 applies 

to the specified products. The SNPRM 

published in the Federal Register on 

June 21, 2012 (77 FR 37332). The 

original NPRM (76 FR 52901, August 24, 

2011) proposed to continue to require 

repetitive inspections of the shim 

installation between the engine strut 

vertical flange and bulkhead, and repair 

if necessary. That NPRM also proposed 

to continue to require, for certain 

airplanes, inspecting for cracking of the 

four critical fastener holes in the 

horizontal flange, and repair if 

necessary; and, for airplanes without 

conclusive records of previous 

inspections, performing the existing 

actions. Additionally, that NPRM 

proposed to reduce the repetitive 

inspection interval, add repetitive 

detailed inspections for cracking of the 

bulkhead, and repair if necessary; 

extend the repetitive intervals for 

certain airplanes by also doing 

repetitive ultrasonic inspections for 

cracking of the bulkhead, and repair if 

necessary; and add an option for a high 

frequency eddy current inspection for 

cracking of the critical fastener holes, 

and repair if necessary. The SNPRM 

proposed to add a terminating action for 

certain repetitive inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 37332, 

June 21, 2012) and the FAA’s response 

to each comment. 


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Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 4043 

Support for the SNPRM (77 FR 37332, 

June 21, 2012) 

United Airlines (United) stated that it 

has 41 Model 757–200 airplanes 

affected by the SNPRM (77 FR 37332, 

June 21, 2012). United stated that, in 

general, it concurs with the SNPRM to 

mandate the inspections and 

modifications described in Boeing Alert 

Service Bulletin 757–54A0047, Revision 

5, dated June 9, 2011. 

UPS stated that it concurs with the 

reduced inspection interval specified in 

the SNPRM (77 FR 37332, June 21, 

2012), as it provides additional 

opportunity beyond that required by AD 

2008–05–10, Amendment 39–15404 (73 

FR 11347, March 3, 2008), to find and 

correct any damage. 

Request To Change Compliance Time 

United requested that we remove the 

54-month compliance time in favor of 

only a 9,000 airplane-cycle limit for the 

modification specified in paragraph (o) 

of the SNPRM (77 FR 37332, June 21, 

2012). United stated that the 54-month 

compliance time does not align with 

current 72-month heavy check intervals 

at United. United stated that it 

understands the related bulkhead 

cracking to be a fatigue related failure, 

thus negating the need for a calendar 

driven modification limit. United stated 

it believes that the currently mandated 

repetitive inspection limits, in 

conjunction with a 9,000-airplane-cycle 

mandated modification limit only, 

would provide a safe program that 

would allow for a controlled 

implementation that minimizes the 

negative financial impact to operators. 

We disagree with the request to 

change the specified compliance time. 

We have determined that the 54-month 

compliance time (grace period), as 

specified in Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, 

dated June 9, 2011, is necessary to 

adequately address the identified unsafe 

condition. This structure has been the 

subject of AD 2008–05–10, Amendment 

39–15404 (73 FR 11347, March 3, 2008); 

which superseded AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, 

August 9, 2007); which superseded AD 

2005–12–04, Amendment 39–14120 (70 

FR 34313, June 14, 2005). In each of 

these ADs, the results from the new 

inspection found more damage than 

anticipated, and more frequent and 

complicated inspections were needed. 

In developing an appropriate 

compliance time for the modification 

specified in paragraph (o) of this AD, we 

considered the safety implications, the 

time necessary to design an acceptable 

modification, and normal maintenance 

schedules for timely accomplishment of 

the modification. In light of these items, 

we have determined that a 54-month 

compliance time (grace period) is 

appropriate. However, under the 

provisions of paragraph (q) of this AD, 

we will consider requests for approval 

of an extension of the compliance time 

if sufficient data are submitted to 

substantiate that the extension would 

provide an acceptable level of safety. 

We have not changed the AD in this 

regard. 

Request To Change Terminating Action 

UPS requested that the terminating 

action proposed in the SNPRM (77 FR 

37332, June 21, 2012) be optional in lieu 

of continued reduced interval 

inspections, and the terminating action 

be required only if the reduced interval 

inspections find cracks or other damage 

at the fitting. 

We do not agree to change the 

required terminating action specified in 

this AD because this portion of the 

Model 757 pylon has been the subject of 

AD 2008–05–10, Amendment 39–15404 

(73 FR 11347, March 3, 2008); which 

superseded AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, 

August 9, 2007); which superseded AD 

2005–12–04, Amendment 39–14120 (70 

FR 34313, June 14, 2005). In each of 

these ADs, results from the new, more 

frequent, and more complicated 

inspections showed more damage than 

anticipated. Under the provisions of 

paragraph (q) of this AD, we will 

consider requests for approval of 

alternative methods of compliance 

(AMOC) if sufficient data are submitted 

to substantiate that continued 

inspections without the terminating 

action can mitigate the identified unsafe 

condition. We have not changed the AD 

in this regard. 

Request To Specify Certain Section of 

Service Information 

Boeing requested that we specifically 

call out Part V of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, 

dated June 9, 2011, in paragraph (o) of 

the SNPRM (77 FR 37332, June 21, 

2012) to prevent misinterpretation in 

that paragraph because it is different 

than all other locations in the SNPRM. 

We agree to specify Part V in 

paragraph (o) of this AD, as requested by 

Boeing, since doing so will help prevent 

misinterpretation. We have changed 

paragraph (o) of this AD to specify 

PART V of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, 

dated June 9, 2011. 

Request To Change Paragraph Header 

Boeing requested that we revise the 

header of paragraph (g) of the SNPRM 

(77 FR 37332, June 21, 2012), by 

deleting ‘‘With Reduced Repetitive 

Intervals and New Optional Inspection 

Method.’’ Boeing stated that there are no 

repetitive inspection requirements in 

paragraph (g) of the SNPRM. 

We agree to modify the specified 

header, since the repetitive inspection is 

specified in paragraph (h) of this AD. 

We have removed the words ‘‘Reduced 

Repetitive Intervals and New Optional 

Inspection Interval’’ from the header of 

paragraph (g) 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 SNPRM (77 FR 

37332, June 21, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 37332, 

June 21, 2012). 

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 309 

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 

Part I inspection on fasteners and shims— 

vertical flange [retained actions from AD 

2008–05–10, Amendment 39–15404 (73 FR 

11347, March 3, 2008)].

28 work-hours × $85 

per hour = $2,380 

per inspection cycle.

$0 $2,380 per inspection 

cycle.

$735,420 per inspection 

cycle. 


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4044 Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 

ESTIMATED COSTS—Continued 

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

Part II inspection on fasteners—horizontal flange 

[retained actions from AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008)].

6 work-hours × $85 per 

hour = $510 per inspection cycle.

0 $510 per inspection 

cycle.

$157,590 per inspection 

cycle. 

Part IV inspection on critical fasteners—horizontal flange [retained action from AD 2008– 

05–10, Amendment 39–15404 (73 FR 11347, 

March 3, 2008)].

6 work-hours × $85 per 

hour = $510 per inspection cycle.

0 $510 per inspection 

cycle.

$157,590 per inspection 

cycle. 

Part II additional inspection on fasteners—horizontal flange [new action].10 work-hours × $85 

per hour = $850 per 

inspection cycle.

0 $850 per inspection 

cycle.

$262,650 per inspection 

cycle. 

Part IV inspection on critical fasteners—horizontal flange [new action].8 to 22 work-hours × 

$85 per hour = $680 

to $1,870 per inspection cycle.

0 $680 to $1,870 per inspection cycle.$210,120 to $577,830 

per inspection cycle. 

Part V fastener replacement flange [new action] Up to 37 work-hours × 

$85 per hour = 

$3,145 per strut.

750 Up to $3,895 per strut .. Up to $1,203,555 per 

strut. 

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 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) 

2008–05–10, Amendment 39–15404 (73 

FR 11347, March 3, 2008), and adding 

the following new AD: 

2012–26–04 The Boeing Company: 

Amendment 39–17299; Docket No. 

FAA–2011–0724; Directorate Identifier 

2010–NM–181–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 22, 2013. 

(b) Affected ADs 

This AD supersedes AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 757–200, –200PF, and –200CB series 

airplanes; certificated in any category; line 

numbers 1 through 1048 inclusive; powered 

by Rolls-Royce engines. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 54, Nacelles/Pylons. 

(e) Unsafe Condition 

This AD was prompted by reports of loose 

fasteners and cracks at the joint common to 

the aft torque bulkhead and strut-to-diagonal 

brace fitting, and one report of such damage 

occurring less than 3,000 flight cycles after 

the last inspection. We are issuing this AD 

to detect and correct cracks, loose and broken 

bolts, and shim migration in the joint 

between the aft torque bulkhead and the 

strut-to-diagonal brace fitting, which could 

result in damage to the strut and consequent 

separation of the strut and engine from the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained One-Time Inspection and 

Repair With Optional Inspection Method 

This paragraph restates the one-time 

inspection and repair required by paragraph 

(g) of AD 2008–05–10, Amendment 39–15404 

(73 FR 11347, March 3, 2008), with optional 

inspection method and revised service 

information. For airplanes identified in 

paragraphs (g)(1) and (g)(2) of this AD: 

Within 90 days after August 24, 2007 (the 

effective date of AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, August 

9, 2007)), do a high frequency eddy current 

(HFEC) inspection for cracking of the four 

critical fastener holes in the horizontal flange 

and, before further flight, do all applicable 

repairs, in accordance with Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 3, 

dated June 27, 2007; Boeing Alert Service 


emcdonald on DSK67QTVN1PROD with 
Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 4045 

Bulletin 757–54A0047, Revision 4, dated 

June 24, 2010; or Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, dated 

June 9, 2011; except as required by paragraph 

(i)(3) of this AD. As of the effective date of 

this AD, only Boeing Alert Service Bulletin 

757–54A0047, Revision 5, dated June 9, 

2011, may be used to accomplish the actions 

required by this paragraph. Doing an 

ultrasonic inspection for cracking of the 

fasteners, in accordance with Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 4, 

dated June 24, 2010; or Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, dated 

June 9, 2011; is an acceptable method of 

compliance with the HFEC inspection 

requirement of this paragraph. 

(1) Airplanes on which findings on the 

horizontal or vertical fasteners or the shims 

led to a rejection of any fastener during the 

actions specified in Boeing Alert Service 

Bulletin 757–54A0047, dated November 13, 

2003; or Boeing Service Bulletin 757– 

54A0047, Revision 1, dated March 24, 2005. 

(2) Airplanes that had equivalent findings 

prior to the actions specified in Boeing Alert 

Service Bulletin 757–54A0047, dated 

November 13, 2003, except for findings on 

airplanes identified as Group 1, 

Configuration 2, in Boeing Alert Service 

Bulletin 757–54A0047, Revision 3, dated 

June 27, 2007, that were prior to the 

incorporation of Boeing Service Bulletin 

757–54–0035. 

(h) Retained Repetitive Inspection and 

Repair With Reduced Interval 

This paragraph restates the repetitive 

inspections and repair required by paragraph 

(h) of AD 2008–05–10, Amendment 39– 

15404 (73 FR 11347, March 3, 2008), with 

reduced repetitive intervals and revised 

service information. At the applicable initial 

times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–54A0047, Revision 3, dated 

June 27, 2007, except as required by 

paragraphs (i)(1) and (i)(2) of this AD: Do the 

inspections specified in paragraphs (h)(1), 

(h)(2), and (h)(3) of this AD, and, before 

further flight, do all the applicable related 

investigative actions and repairs, by doing all 

the actions specified in Parts I and II of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 3, 

dated June 27, 2007; or by doing all the 

actions specified in Part I, and in Step 2 of 

Part II, of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 757– 

54A0047 Revision 4, dated June 24, 2010, or 

Boeing Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011, except as 

required by paragraph (i)(3) of this AD. As of 

the effective date of this AD, only Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011, may be used 

to accomplish the actions required by this 

paragraph. Repeat the inspections required 

by this paragraph at the times specified in 

paragraph (h)(4) of this AD. 

(1) Do detailed inspections of the shim 

installations between the vertical flange and 

bulkhead to determine if there are signs of 

movement. 

(2) Do detailed inspections of the four 

fasteners in the vertical flange to determine 

if there are signs of movement or if there are 

gaps under the head or collar. 

(3) Do detailed inspections of the fasteners 

that hold the strut to the horizontal flange of 

the strut-to-diagonal brace fitting to 

determine if there are signs of movement or 

if there are gaps under the head or collar. 

(4) Repeat the inspections required by 

paragraph (h) of this AD at the earlier of the 

times specified in paragraphs (h)(4)(i) and 

(h)(4)(ii) of this AD. Thereafter, repeat the 

inspections at intervals not to exceed the 

applicable intervals specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, dated 

June 9, 2011. 

(i) At intervals not to exceed the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–54A0047, Revision 3, dated 

June 27, 2007. 

(ii) At intervals not to exceed the 

applicable intervals specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, dated 

June 9, 2011, or within 90 days after the 

effective date of this AD, whichever occurs 

later. 

(i) Retained Exceptions To Alert Service 

Bulletin Procedures 

This paragraph restates the exceptions to 

alert service bulletin procedures specified in 

paragraphs (i), (j), and (k) of AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008), with revised service information. 

(1) Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

‘‘the date on this service bulletin,’’ this AD 

requires compliance within the 

corresponding specified time relative to the 

effective date of AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, August 

9, 2007). 

(2) Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

the ‘‘date of issuance of airworthiness 

certificate,’’ this AD requires compliance 

within the corresponding time relative to the 

date of issuance of the original standard 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness. 

(3) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007; Boeing Alert 

Service Bulletin 757–54A0047, Revision 4, 

dated June 24, 2010; or Boeing Alert Service 

Bulletin 757–54A0047, Revision 5, dated 

June 9, 2011; 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. 

(j) Retained Inspection/Repair for Airplanes 

for Which There Are No Conclusive 

Inspection Records 

This paragraph restates the inspection and 

repair requirements for airplanes for which 

there are no conclusive inspection records, as 

required by paragraph (l) of AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008), with revised service information. 

For airplanes for which there are no 

conclusive records showing no loose or 

missing fasteners during previous 

inspections done in accordance with the 

requirements of AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, August 

9, 2007); or AD 2005–12–04, Amendment 39– 

14120 (70 FR 34313 June 14, 2005): Do the 

actions specified in paragraphs (j)(1) and 

(j)(2) of this AD, at the times specified in 

those paragraphs, as applicable. 

(1) Within 90 days after March 18, 2008 

(the effective date of AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008)), do the actions specified in 

paragraph (g) of this AD, except as required 

by paragraph (i)(3) of this AD. 

(2) At the applicable initial times specified 

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

Alert Service Bulletin 757–54A0047, 

Revision 3, dated June 27, 2007, do the 

actions specified in paragraph (h) of this AD, 

except as required by paragraphs (i)(2) and 

(k) of this AD. And, before further flight, do 

all applicable related investigative actions 

and repairs, by doing all the actions specified 

in Parts I and II of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007; or in Part 1 and in Step 2 of Part II of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 4, dated June 24, 2010, or Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011; except as 

required by paragraph (i)(3) of this AD. As of 

the effective date of this AD, only Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011, may be used 

to accomplish the actions required by this 

paragraph. Repeat the actions specified in 

paragraph (h) of this AD at the times 

specified in paragraph (h)(4) of this AD. 

(k) Retained Additional Exception To Alert 

Service Bulletin Procedures 

This paragraph restates the exception to 

alert service bulletin procedures required by 

paragraph (m) of AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008). Where Boeing Alert Service Bulletin 

757–54A0047, Revision 3, dated June 27, 

2007, specifies a compliance time relative to 

‘‘the date on this service bulletin,’’ this AD 

requires compliance within the 

corresponding specified time relative to 

March 18, 2008 (the effective date of AD 

2008–05–10). 

(l) Retained Acceptable Method of 

Compliance with Certain Requirements of 

AD 2004–12–07, Amendment 39–13666 (69 

FR 33561 June 16, 2004) 

This paragraph restates an acceptable 

method of compliance with certain 

requirements of AD 2004–12–07, 

Amendment 39–13666 (69 FR 33561 June 16, 

2004), specified by paragraph (p) of AD 

2008–05–10, Amendment 39–15404 (73 FR 

11347, March 3, 2008). Accomplishing the 

actions specified in paragraphs (g) and (h) of 

this AD terminates the requirements 

specified in paragraphs (b) and (d) of AD 

2004–12–07. 


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4046 Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 

(m) New Repetitive Inspections and Repair 

At the applicable initial compliance times 

specified in paragraph (n) of this AD: Do the 

applicable actions specified in paragraph 

(m)(1) or (m)(2) of this AD, in accordance 

with Step 3 of Part II of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–54A0047, Revision 4, dated June 24, 

2010; or Boeing Alert Service Bulletin 757– 

54A0047, Revision 5, dated June 9, 2011. If 

no cracking is found, repeat the inspections 

thereafter at intervals not to exceed the 

applicable intervals specified in paragraph 

1.E., ‘‘Compliance,’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–54A0047, Revision 5, dated June 9, 

2011. 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 (q) of this AD. 

(1) For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

757–54A0047, Revision 5, dated June 9, 

2011: Do the actions specified in paragraph 

(m)(1)(i) or (m)(1)(ii) of this AD. 

(i) Do a detailed inspection for cracking of 

the bulkhead in the area around the access 

door cutout and around the critical fasteners 

in the horizontal flange. 

(ii) Do a detailed inspection for cracking of 

the bulkhead in the area around the access 

door cutout and around the critical fasteners 

in the horizontal flange, and do an ultrasonic 

inspection for cracking of the bulkhead 

around the fasteners in the horizontal flange. 

Doing the actions in this paragraph extends 

the repetitive intervals of the inspections 

required by paragraph (n) of this AD. 

(2) For Group 1, Configuration 2 airplanes; 

and Group 2 airplanes; identified in Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011: Do a detailed 

inspection for cracking of the bulkhead in the 

area around the access door cutout and 

around the critical fasteners in the horizontal 

flange. 

(n) New Compliance Times for Paragraph 

(m) of This AD 

At the applicable times specified in 

paragraphs (n)(1) and (n)(2) of this AD, do the 

actions required by paragraph (m) of this AD. 

(1) For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

757–54A0047, Revision 5, dated June 9, 

2011: At the later of the times specified in 

paragraph (n)(1)(i) or (n)(1)(ii) of this AD. 

(i) Within 1,800 flight cycles after 

accomplishing the most recent inspection 

required by paragraph (h) or (j) of this AD. 

(ii) Within 90 days after the effective date 

of this AD. 

(2) For Group 1, Configuration 2 airplanes; 

and Group 2 airplanes; identified in Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011: At the later 

of the times specified in paragraph (n)(2)(i) 

or (n)(2)(ii) of this AD. 

(i) Within 3,000 flight cycles after 

accomplishing the most recent inspection 

required by paragraph (h) or (j) of this AD. 

(ii) Within 90 days after the effective date 

of this AD. 

(o) New Terminating Action for Certain 

Airplanes: Fastener Replacement 

For Group 1, Configuration 2 airplanes; 

and Group 2 airplanes; as identified in 

Boeing Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011: Within 9,000 

flight cycles or 54 months after the effective 

date of this AD, whichever occurs first, 

replace the horizontal and vertical flange 

fasteners in the strut-to-diagonal brace fitting 

on the number 1 and number 2 struts with 

new fasteners, and do all related investigative 

and applicable corrective actions, in 

accordance with PART V of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–54A0047, Revision 5, 

dated June 9, 2011, except where Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011, specifies to 

contact Boeing for repair instructions, before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (q) of this AD. Do all 

related investigative and corrective actions 

before further flight. Accomplishment of the 

actions required in paragraph (o) of this AD 

terminates the inspection requirements of 

paragraphs (g), (h), (j), and (m) of this AD for 

Group 1, Configuration 2 airplanes; and 

Group 2 airplanes; as identified in Boeing 

Alert Service Bulletin 757–54A0047, 

Revision 5, dated June 9, 2011. 

(p) Credit for Previous Actions 

(1) Except for the actions specified in 

paragraphs (j), (m), and (o) of this AD, this 

paragraph provides credit for the actions 

required by paragraphs (g) and (h) of this AD, 

if those actions were performed before March 

18, 2008 (the effective date of AD 2008–05– 

10, Amendment 39–15404 (73 FR 11347, 

March 3, 2008), using Boeing Service 

Bulletin 757–54A0047, Revision 1, dated 

March 24, 2005; or Boeing Alert Service 

Bulletin 757–54A0047, Revision 2, dated 

January 31, 2007 (which are not incorporated 

by reference in this AD). 

(2) This paragraph provides credit for the 

initial inspection required by paragraph (h) 

of this AD, if that inspection was performed 

before June 29, 2005 (the effective date of AD 

2005–12–04, Amendment 39–14120 (70 FR 

34313, June 14, 2005)), using the actions 

required by paragraph (b) or (d), as 

applicable, of AD 2004–12–07, Amendment 

39–13666 (69 FR 33561, June 16, 2004). 

(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 2004–12–07, 

Amendment 39–13666 (69 FR 33561, June 

16, 2004), are approved as AMOCs for the 

corresponding provisions of this AD. 

(5) AMOCs approved previously in 

accordance with AD 2005–12–04, 

Amendment 39–14120 (70 FR 34313, June 

14, 2005), are approved as AMOCs for the 

corresponding provisions of this AD. 

(6) AMOCs approved previously in 

accordance with AD 2007–16–13, 

Amendment 39–15152 (72 FR 44753, August 

9, 2007), are approved as AMOCs for the 

corresponding provisions of this AD. 

(7) AMOCs approved previously in 

accordance with AD 2008–05–10, 

Amendment 39–15404 (73 FR 11347, March 

3, 2008), are approved as AMOCs for the 

corresponding provisions of this AD. 

(r) Related Information 

(1) For more information about this AD, 

Nancy Marsh, Aerospace Engineer, Airframe 

Branch, ANM–120S, Seattle Aircraft 

Certification Office (ACO), FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6440; fax: 425–917– 

6590; email: Nancy.Marsh@faa.gov. 

(2) 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; phone: 

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

5680; Internet: https:// 

www.myboeingfleet.com. 

(s) 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. 

(3) The following service information was 

approved for IBR on February 22, 2013. 

(i) Boeing Alert Service Bulletin 757– 

54A0047, Revision 4, dated June 24, 2010. 

(ii) Boeing Alert Service Bulletin 757– 

54A0047, Revision 5, dated June 9, 2011. 

(4) The following service information was 

approved for IBR on August 24, 2007, (72 FR 

44753, August 9, 2007). 

(i) Boeing Alert Service Bulletin 757– 

54A0047, Revision 3, dated June 27, 2007. 

(ii) Reserved. 

(5) 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; phone: 

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

5680; Internet: https:// 

www.myboeingfleet.com. 


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Federal Register / Vol. 78, No. 13 / Friday, January 18, 2013 / Rules and Regulations 4047 

(6) You may view this service information 

at 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. 

(7) 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 

December 17, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–00897 Filed 1–17–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0299; Directorate 

Identifier 2011–NM–029–AD; Amendment 

39–17295; AD 2012–25–13] 

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 747–100, 

747–200B, 747–200C, 747–200F, 747– 

300, 747–400, 747–400F, and 747SR 

series airplanes. This AD was prompted 

by reports of broken and damaged latch 

pin retention bolts and subsequent 

migration of the latch pins of the main 

deck side cargo door (MDSCD). This AD 

requires various repetitive inspections 

of the MDSCD latch pin fittings, 

measuring the latch pin, and related 

investigative and corrective actions if 

necessary. This AD also requires 

modifying the latch pin fittings and 

installing new latch pins and latch pin 

fasteners. We are issuing this AD to 

prevent loss of the cargo door and rapid 

depressurization of the airplane. 

DATES: This AD is effective February 22, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of February 22, 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; 

phone: 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 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: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6432; fax: 425– 

917–6590; email: Bill.Ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM published in the Federal 

Register on March 27, 2012 (77 FR 

18137). That NPRM proposed to require 

various repetitive inspections of the 

MDSCD latch pin fittings, measuring the 

latch pin, and related investigative and 

corrective actions if necessary. That 

NPRM also proposed to require 

modifying the latch pin fittings and 

installing new latch pins and latch pin 

fasteners. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 18137, 

March 27, 2012) and the FAA’s response 

to each comment. 

Requests To Change Applicability 

Boeing and Thai Airways 

International PCL requested that we 

limit the applicability of the NPRM (77 

FR 18137, March 27, 2012) to airplanes 

with a Boeing-certified MDSCD instead 

of airplanes identified in Boeing Alert 

Service Bulletin 747–52A2294, Revision 

1, dated August 16, 2011. The 

commenters requested this change to 

ensure that airplanes modified in the 

future to Model 747–400 Boeing 

Converted Freighter (BCF) with an 

MDSCD installation are inspected and 

modified per the intent of Boeing Alert 

Service Bulletin 747–52A2294, Revision 

1, dated August 16, 2011. 

We partially agree with changing the 

applicability. The AD already provides 

coverage for the future Model 747–400 

BCF airplanes with an MDSCD 

installation. That is, the applicability of 

the AD specifies Model 747–100, 747– 

200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400F, and 747SR series 

airplanes, certificated in any category, 

as identified in Boeing Alert Service 

Bulletin 747–52A2294, Revision 1, 

dated August 16, 2011. This service 

information identifies Model 747–100, 

747–200B, 747–200C, 747–200F, 747– 

300, 747–400, and 747–400F airplanes 

with an MDSCD installed in production 

or by a Boeing-approved modification. 

For clarification, per the Type 

Certificate Data Sheet (TCDS) for those 

airplanes, Model 747–400 BCF and 747– 

400 Special Freighter (SF) airplanes 

remain as Model 747–400 series 

airplanes for documentation purposes 

on the TCDS and with regard to the 

applicability of ADs. Where Boeing 

Alert Service Bulletin 747–52A2294, 

Revision 1, dated August 16, 2011, 

specifies ‘‘all’’ airplanes, this means 

past, present, and future airplanes. 

However, we found that Boeing Alert 

Service Bulletin 747–52A2294, Revision 

1, dated August 16, 2011, does not 

currently provide a grace period for 

airplanes that have been modified with 

an MDSCD after the initial compliance 

time of 6 months after the effective date 

of this AD. Therefore, the initial 

compliance time specified in paragraph 

(g) of this AD has been modified to add 

a grace period for airplanes that are 

modified with an MDSCD after the 

effective date of this AD. Additionally, 

the initial compliance time reference to 

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

Alert Service Bulletin 747–52A2294, 

Revision 1, dated August 16, 2011, as 

revised by Boeing Alert Service Bulletin 

747–52A2294, Revision 2, dated 

December 12, 2011, has been removed 

from paragraph (g) of this final rule. 

Request To Change Service Information 

Reference 

Boeing requested that we change the 

service information reference in 

paragraphs (g), (h), (i), and (j) of the 

NPRM (77 FR 18137, March 27, 2012) 

from Boeing Alert Service Bulletin 747– 

52A2294, Revision 1, dated August 16, 


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