Federal Register / Vol. 81, No. 53 / Friday, March 18, 2016 / Rules and Regulations 14693 

effective date of this AD using the service 

information specified in paragraphs (l)(1) and 

(l)(2) of this AD. 

(1) Airbus Service Bulletin A320–71–1064, 

dated November 5, 2014, which is not 

incorporated by reference in this AD. 

(2) Goodrich Aerostructures Service 

Bulletin V2500–NAC–71–0323, dated 

September 18, 2014, which is not 

incorporated by reference in this AD. 

(m) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 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, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) Required for Compliance (RC): If any 

service information contains procedures or 

tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 

obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2015–0004, dated 

January 13, 2015, for related information. 

This MCAI may be found in the AD docket 

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

by searching for and locating Docket No. 

FAA–2015–2963. 

(2) Airbus service information identified in 

this AD that is not incorporated by reference 

is available at the addresses specified in 

paragraphs (o)(3) and (o)(5) of this AD. 

(3) Goodrich Aerostructures service 

information identified in this AD that is not 

incorporated by reference is available at the 

addresses specified in paragraphs (o)(4) and 

(o)(5) of this AD. 

(o) 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) Airbus Service Bulletin A320–71–1064, 

Revision 01, dated April 1, 2015. 

(ii) Goodrich Aerostructures Service 

Bulletin V2500–NAC–71–0323, Revision 01, 

dated January 28, 2015. 

(3) For Airbus service information 

identified in this AD, contact Airbus 

Airworthiness Office—EIAS, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone +33 5 61 93 36 96; fax +33 

5 61 93 44 51; email account.airworth-eas@

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

(4) For Goodrich Aerostructures service 

information identified in this AD, contact 

UTC Aerospace Systems, ATTN: Christopher 

Newth—V2500 A1/A5 Project Engineer, 

Aftermarket—Aerostructures; 850 Lagoon 

Drive, Chula Vista, CA; telephone 619–498– 

7505; email christopher.newth@utas.utc.com. 

(5) 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. 

(6) 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 March 7, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–05700 Filed 3–17–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2961; Directorate 

Identifier 2014–NM–145–AD; Amendment 

39–18430; AD 2016–05–12] 

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) 2012–15– 

13, for certain The Boeing Company 

Model 747–100B SUD, 747–300, 747– 

400, and 747–400D series airplanes; and 

Model 747–200B series airplanes having 

a stretched upper deck. AD 2012–15–13 

required inspections for cracking and 

discrepancies of certain fasteners; 

modification of the frame-to-tension-tie 

joints; repetitive post-modification 

inspections; related investigative and 

corrective actions if necessary; and 

repetitive inspections for cracking in the 

tension tie channels, and repair if 

necessary. For certain airplanes, AD 

2012–15–13 also required an inspection 

to determine if the angle is installed 

correctly, and re-installation if 

necessary; and an inspection at the 

fastener locations where the tension tie 

previously attached to the frame prior to 

certain modifications, and repair if 

necessary. This new AD adds a new 

inspection for cracking in the tension tie 

channels and post-modification 

inspections of the modified tension ties 

for cracking, and repair if necessary. 

This AD was prompted by an evaluation 

indicated that the upper deck is subject 

to widespread fatigue damage (WFD). 

We are issuing this AD to prevent 

fatigue cracking of the tension ties, 

shear webs, and frames of the upper 

deck, which could result in rapid 

decompression and reduced structural 

integrity of the airplane. 

DATES: This AD is effective April 22, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 22, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of September 12, 2012 (77 FR 

47267, August 8, 2012). 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of November 28, 2007 (72 FR 

65655, November 23, 2007). 

ADDRESSES: For service information 

identified in this final rule, 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. It is also 

available on the Internet at https:// 


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14694 Federal Register / Vol. 81, No. 53 / Friday, March 18, 2016 / Rules and Regulations 

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

2961. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.govby searching for 

and locating Docket No. FAA–2015– 

2961; 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: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6432; fax: 425–917– 

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

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2012–15–13, 

Amendment 39–17142 (77 FR 47267, 

August 8, 2012) (‘‘AD 2012–15–13’’). AD 

2012–15–13 applied to certain The 

Boeing Company Model 747–100B SUD, 

747–300, 747–400, and 747–400D series 

airplanes; and Model 747–200B series 

airplanes having a stretched upper deck. 

The NPRM published in the Federal 

Register on July 24, 2015 (80 FR 43974) 

(‘‘the NPRM’’). The NPRM was 

prompted by an evaluation that 

indicated that the upper deck is subject 

to WFD. The NPRM proposed to 

continue to require inspections for 

cracking and discrepancies of certain 

fasteners; modification of the frame-totension-tie joints; repetitive postmodification inspections; related 

investigative and corrective actions if 

necessary; and repetitive inspections for 

cracking in the tension tie channels, and 

repair if necessary. For certain 

airplanes, the NPRM also proposed to 

continue to require an inspection to 

determine if the angle is installed 

correctly, and re-installation if 

necessary; and an inspection at the 

fastener locations where the tension tie 

previously attached to the frame prior to 

certain modifications, and repair if 

necessary. The NPRM also proposed to 

add a new inspection for cracking in the 

tension tie channels and postmodification inspections of the 

modified tension ties for cracking, and 

repair if necessary. We are issuing this 

AD to prevent fatigue cracking of the 

tension ties, shear webs, and frames of 

the upper deck, which could result in 

rapid decompression and reduced 

structural integrity of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Support for the NPRM 

United Airlines concurred with the 

contents of the NPRM. 

Requests To Include Options To 

Perform Inspections in Revised Service 

Information 

Boeing and United Parcel Service 

(UPS) asked that we add a new 

paragraph to the proposed AD that 

includes an option to perform the 

inspections specified in Boeing Alert 

Service Bulletin 747–53A2507, Revision 

2, dated May 9, 2014. Boeing stated that 

these inspections are equivalent to the 

inspections done in accordance with 

Boeing Alert Service Bulletin 747– 

53A2507, Revision 1, dated January 14, 

2010. UPS recommended that Boeing 

Alert Service Bulletin 747–53A2507, 

Revision 2, dated May 9, 2014, be added 

to paragraphs (g) through (o) of the 

proposed AD. UPS noted that, for 

clarity, the proposed AD should refer to 

the revised service information rather 

than relying on paragraph (t)(4) of the 

proposed AD, which allows alternative 

methods of compliance (AMOCs) 

previously approved for AD 2012–15–13 

to be approved as AMOCs for the 

proposed AD. 

We acknowledge the commenters’ 

requests and note that we normally add 

reference to later revisions of service 

information in the restated paragraphs 

of supersedure ADs. However, in most 

cases, the later revisions do not include 

new compliance times and the 

procedures are closely aligned with 

those in the previous service 

information. Boeing Alert Service 

Bulletin 747–53A2507, Revision 2, 

dated May 9, 2014, adds alternative 

compliance times for certain airplanes 

and refers to different procedures in the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2507, 

Revision 2, dated May 9, 2014, for 

accomplishing the actions required by 

AD 2012–15–13. Therefore, we cannot 

simply add a reference to paragraphs (g) 

through (o) of this AD as requested by 

the commenter. We have determined 

that, in this case, adding additional 

paragraphs to this AD to specify the 

alternative method of compliance, 

including new compliance times and 

procedures, is not necessary since 

Boeing Alert Service Bulletin 747– 

53A2507, Revision 2, dated May 9, 

2014, was already approved as an 

AMOC to AD 2012–15–13. As stated by 

the commenter, paragraph (t)(4) of this 

AD already allows the use of previous 

AMOCs, such as Boeing Alert Service 

Bulletin 747–53A2507, Revision 2, 

dated May 9, 2014, as AMOCs for the 

corresponding provisions of this AD. 

We have made no change to this AD in 

this regard. 

Request To Include an Alternative 

Compliance Time for the Modification 

Boeing and UPS asked that we add a 

new paragraph to allow an alternative 

compliance time for airplanes on which 

the station (STA) 1120, 1160, 1200, and 

1220 tension ties were modified during 

a freighter conversion, as provided in 

table 4 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 747– 

53A2559, Revision 2, dated May 13, 

2014. Boeing stated that the compliance 

time for modification of those airplanes 

can be increased because the 

modification has been done during a 

freighter conversion. UPS noted that 

paragraph (p) of the proposed AD 

should be changed to require 

modification and all related inspections 

and corrective actions be accomplished 

in accordance with Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, 

dated May 13, 2014, at the applicable 

time specified in Boeing Service 

Bulletin 747–53A2559, Revision 1, 

dated August 4, 2011; or Boeing Alert 

Service Bulletin 747–53A2559, Revision 

2, dated May 13, 2014. 

We agree with the commenter to 

include the alternative compliance 

times for certain airplanes to 

accomplish the actions required by 

paragraph (p) of this AD. We have 

added a new paragraph (p)(3) to this AD 

for Group 3 through 5, Configuration 1 

airplanes identified in Boeing Alert 

Service Bulletin 747–53A2559, Revision 

2, dated May 13, 2014, to specify that 

operators may accomplish the actions 

required by paragraph (p) of this AD 

within the applicable compliance times 

specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, 

dated May 13, 2014. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 


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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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 

1 CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, 

dated May 13, 2014. The service 

information describes procedures for 

modifying the tension tie and frame at 

certain center sections, including 

related investigative and corrective 

actions; post-modification inspections 

for cracking of the tension tie and frame 

structure and corrective actions; an 

additional modification; an inspection 

of all areas of the modified tension ties 

for cracking; an inspection of the 

tension tie center section for cracking in 

certain tension tie channels; and repair. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 120 

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 

Retained modification in 

AD 2012–15–13 (67 airplanes).

Between 257 and 263 

work-hours × $85 per 

hour = between $21,845 

and $22,355.

Between $341,334 and 

$345,490.

Between $363,179 and 

$367,845.

Between $24,332,993 and 

$24,645,615. 

Retained post-modification 

inspections in AD 2012– 

15–13 (67 airplanes).

6 work-hours × $85 per 

hour = $510 per inspection cycle.

$0 ...................................... $510 per inspection cycle $34,170 per inspection 

cycle. 

New inspection .................. 10 work-hours × $85 per 

hour = $850.

$0 ...................................... $850 .................................. $102,000. 

New post-modification 

eddy current inspections.

216 work-hours × $85 per 

hour = $18,360 per inspection cycle.

$0 ...................................... $18,360 per inspection 

cycle.

$2,203,200 per inspection 

cycle. 

We have received no definitive data 

that will enable us to provide a cost 

estimate 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) 

2012–15–13, Amendment 39–17142 (77 

FR 47267, August 8, 2012), and adding 

the following new AD: 

2016–05–12 The Boeing Company: 

Amendment 39–18430; Docket No. 

FAA–2015–2961; Directorate Identifier 

2014–NM–145–AD. 

(a) Effective Date 

This AD is effective April 22, 2016. 

(b) Affected ADs 

This AD replaces AD 2012–15–13, 

Amendment 39–17142 (77 FR 47267, August 

8, 2012) (‘‘AD 2012–15–13’’). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100B SUD, 747–300, 747–400, 

and 747–400D series airplanes; and Model 

747–200B series airplanes having a stretched 

upper deck; certificated in any category; 

excluding airplanes that have been converted 

to a large cargo freighter configuration. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracked and severed tension ties, broken 

fasteners, and cracks in the frame, shear web, 

and shear ties adjacent to tension ties for the 

upper deck. This AD was also prompted by 

an evaluation by the design approval holder, 


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which indicated that the upper deck is 

subject to widespread fatigue damage. We are 

issuing this AD to prevent fatigue cracking of 

the tension ties, shear webs, and frames of 

the upper deck, which could result in rapid 

decompression and reduced structural 

integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Stage 1 Inspections, 

With No Changes 

This paragraph restates the requirements of 

paragraph (g) of AD 2012–15–13, with no 

changes. For all airplanes: Do detailed 

inspections for cracking or discrepancies of 

the fasteners in the tension ties, shear webs, 

and frames at body stations (STA) 1120 

through 1220, and related investigative and 

corrective actions as applicable, by doing all 

actions specified in and in accordance with 

‘‘Stage 1 Inspection’’ of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2507, dated April 21, 2005, except 

as provided by paragraph (k) of this AD; or 

Boeing Alert Service Bulletin 747–53A2507, 

Revision 1, dated January 14, 2010. As of 

September 12, 2012 (the effective date of AD 

2012–15–13), only Boeing Alert Service 

Bulletin 747–53A2507, Revision 1, dated 

January 14, 2010, may be used to do the 

actions required by this paragraph. Do the 

Stage 1 inspections at the applicable times 

specified in paragraphs (h) and (i) of this AD, 

except as provided by paragraphs (g)(1) and 

(g)(2) of this AD. Accomplishment of the 

initial Stage 2 inspection required by 

paragraph (j) of this AD terminates the 

requirements of this paragraph. Any 

applicable related investigative and 

corrective actions must be done before 

further flight. Doing the modification 

required by paragraph (p) of this AD 

terminates the repetitive inspection 

requirements of this paragraph. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2507, 

dated April 21, 2005, specifies a compliance 

time relative to ‘‘the original issue date on 

this service bulletin,’’ this AD requires 

compliance before the specified compliance 

time after April 26, 2006 (the effective date 

of AD 2006–06–11, Amendment 39–14520 

(71 FR 14367, March 22, 2006)). 

(2) For any airplane that reaches the 

applicable compliance time for the initial 

Stage 2 inspection (as specified in Table 1, 

Compliance Recommendations, under 

paragraph 1.E., of Boeing Alert Service 

Bulletin 747–53A2507, dated April 21, 2005) 

before reaching the applicable compliance 

time for the initial Stage 1 inspection: 

Accomplishment of the initial Stage 2 

inspection terminates the Stage 1 

inspections. 

(h) Retained Compliance Time for Initial 

Stage 1 Inspection, With No Changes 

This paragraph restates the requirements of 

paragraph (h) of AD 2012–15–13, with no 

changes. Do the initial Stage 1 inspection at 

the earlier of the times specified in 

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

(1) Inspect at the earlier of the times 

specified in paragraphs (h)(1)(i) and (h)(1)(ii) 

of this AD. 

(i) At the applicable time specified in 

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

Alert Service Bulletin 747–53A2507, dated 

April 21, 2005. 

(ii) Before the accumulation of 10,000 total 

flight cycles, or within 250 flight cycles after 

November 28, 2007 (the effective date of AD 

2007–23–18, Amendment 39–15266 (72 FR 

65655, November 23, 2007)), whichever 

occurs later. 

(2) Inspect at the later of the times 

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

of this AD. 

(i) Before the accumulation of 12,000 total 

flight cycles. 

(ii) Within 50 flight cycles or 20 days, 

whichever occurs first, after November 28, 

2007 (the effective date of AD 2007–23–18, 

Amendment 39–15266 (72 FR 65655, 

November 23, 2007)). 

(i) Retained Compliance Times for Repetitive 

Stage 1 Inspections, With No Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2012–15–13, with no 

changes. Repeat the Stage 1 inspection 

specified in paragraph (g) of this AD at the 

time specified in paragraph (i)(1) or (i)(2) of 

this AD, as applicable. Repeat the inspection 

thereafter at intervals not to exceed 250 flight 

cycles, until the initial Stage 2 inspection 

required by paragraph (j) of this AD has been 

done. 

(1) For airplanes on which the initial Stage 

1 inspection has not been accomplished as of 

November 28, 2007 (the effective date of AD 

2007–23–18, Amendment 39–15266 (72 FR 

65655, November 23, 2007)): Do the next 

inspection before the accumulation of 10,000 

total flight cycles, or within 250 flight cycles 

after the initial Stage 1 inspection done in 

accordance with paragraph (g) of this AD, 

whichever occurs later. 

(2) For airplanes on which the initial Stage 

1 inspection has been accomplished as of 

November 28, 2007 (the effective date of AD 

2007–23–18, Amendment 39–15266 (72 FR 

65655, November 23, 2007)): Do the next 

inspection at the applicable time specified in 

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

(i) For airplanes that have accumulated 

fewer than 12,000 total flight cycles as of 

November 28, 2007 (the effective date of AD 

2007–23–18, Amendment 39–15266 (72 FR 

65655, November 23, 2007)): Do the next 

inspection before the accumulation of 10,000 

total flight cycles, or within 250 flight cycles 

after November 28, 2007, whichever occurs 

later. 

(ii) For airplanes that have accumulated 

12,000 total flight cycles or more as of 

November 28, 2007 (the effective date of AD 

2007–23–18, Amendment 39–15266 (72 FR 

65655, November 23, 2007)): Do the next 

inspection at the later of the times specified 

in paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of 

this AD. 

(A) Within 250 flight cycles after 

accomplishment of the initial Stage 1 

inspection. 

(B) Within 50 flight cycles or 20 days, 

whichever occurs first, after November 28, 

2007 (the effective date of AD 2007–23–18, 

Amendment 39–15266 (72 FR 65655, 

November 23, 2007)). 

(j) Retained Repetitive Stage 2 Inspections, 

With No Changes 

This paragraph restates the requirements of 

paragraph (j) of AD 2012–15–13, with no 

changes. For all airplanes: Do detailed and 

high frequency eddy current inspections for 

cracking or discrepancies of the fasteners in 

the tension ties, shear webs, and frames at 

STAs 1120 through 1220, and related 

investigative and corrective actions as 

applicable, by doing all actions specified in 

and in accordance with ‘‘Stage 2 Inspection’’ 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2507, 

dated April 21, 2005; or Boeing Alert Service 

Bulletin 747–53A2507, Revision 1, dated 

January 14, 2010; except as provided by 

paragraph (k) of this AD. Do the initial 

inspections at the earlier of the times 

specified in paragraphs (j)(1) and (j)(2) of this 

AD. Repeat the Stage 2 inspection thereafter 

at the applicable times specified in paragraph 

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

Bulletin 747–53A2507, dated April 21, 2005; 

or Boeing Alert Service Bulletin 747– 

53A2507, Revision 1, dated January 14, 2010. 

As of September 12, 2012 (the effective date 

of AD 2012–15–13), only Boeing Alert 

Service Bulletin 747–53A2507, Revision 1, 

dated January 14, 2010, may be used. Any 

applicable related investigative and 

corrective actions must be done before 

further flight. Accomplishment of the initial 

Stage 2 inspection ends the repetitive Stage 

1 inspections. Doing the modification 

required by paragraph (p) of this AD 

terminates the repetitive inspection 

requirements of this paragraph. 

(1) Before the accumulation of 16,000 total 

flight cycles, or within 1,000 flight cycles 

after November 28, 2007 (the effective date of 

AD 2007–23–18, Amendment 39–15266 (72 

FR 65655, November 23, 2007)), whichever 

occurs later. 

(2) Before the accumulation of 10,000 total 

flight cycles, or within 1,000 flight cycles 

after September 12, 2012 (the effective date 

of AD 2012–15–13, Amendment 39–17142 

(77 FR 47267, August 8, 2012)), whichever 

occurs later. 

(k) Retained Exception to Corrective Action 

Instructions, With No Changes 

This paragraph restates the requirements of 

paragraph (k) of AD 2012–15–13, with no 

changes. If any discrepancy, including but 

not limited to any crack, broken fastener, 

loose fastener, or missing fastener is found 

during any inspection required by paragraph 

(g), (h), (i), or (j) of this AD, and Boeing Alert 

Service Bulletin 747–53A2507, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2507, Revision 1, dated January 14, 

2010; specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the discrepancy using a method 

approved in accordance with the procedures 

specified in paragraph (t) of this AD. 

(l) Retained Stage 2 Inspection: Work at STA 

1140, With No Changes 

This paragraph restates the requirements of 

paragraph (l) of AD 2012–15–13, with no 

changes. For all airplanes: Except as 


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provided by paragraph (o) of this AD, at the 

time specified in paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2507, Revision 1, dated 

January 14, 2010, do an open hole high 

frequency eddy current (HFEC) inspection for 

cracking in the forward and aft tension tie 

channels at 12 fastener locations inboard of 

the aluminum straps at STA 1140, and before 

further flight do all applicable repairs. Do all 

actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2507, Revision 1, 

dated January 14, 2010. Repeat the 

inspections thereafter at the time specified in 

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

Alert Service Bulletin 747–53A2507, 

Revision 1, dated January 14, 2010. Doing the 

modification required by paragraph (p) of 

this AD terminates the inspection 

requirements in this paragraph. 

(m) Retained One-Time Inspection for 

Incorrectly Installed Angles, With No 

Changes 

This paragraph restates the requirements of 

paragraph (m) of AD 2012–15–13, with no 

changes. For Group 1, Configuration 1, 

airplanes as identified in Boeing Alert 

Service Bulletin 747–53A2507, Revision 1, 

dated January 14, 2010: Except as provided 

by paragraph (o) of this AD, at the time 

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

Boeing Alert Service Bulletin 747–53A2507, 

Revision 1, dated January 14, 2010, do a 

detailed inspection to determine if the angle 

is installed correctly, and before further flight 

re-install all angles that were installed 

incorrectly. Do all actions in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2507, 

Revision 1, dated January 14, 2010. 

(n) Retained One-Time Inspection for Cracks 

in Frames at Previous Tension Tie Locations, 

With No Changes 

This paragraph restates the requirements of 

paragraph (n) of AD 2012–15–13, with no 

changes. For Group 1, Configuration 2, 

airplanes; and Groups 2 and 3 airplanes; as 

identified in Boeing Alert Service Bulletin 

747–53A2507, Revision 1, dated January 14, 

2010: Except as provided by paragraph (o) of 

this AD, at the time specified in paragraph 

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

Bulletin 747–53A2507, Revision 1, dated 

January 14, 2010, do an open hole HFEC 

inspection for cracks at the fastener locations 

(STAs 1120, 1160, 1200, and 1220) where the 

tension tie previously attached to the frame 

prior to modification to the Boeing Special 

Freighter or Boeing Converted Freighter 

configuration, and before further flight do all 

applicable repairs. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2507, Revision 1, dated January 14, 

2010. Doing the modification required by 

paragraph (p) of this AD terminates the onetime inspection requirements in this 

paragraph. 

(o) Retained Exception to Boeing Alert 

Service Bulletin 747–53A2507, Revision 1, 

Dated January 14, 2010, With No Changes 

This paragraph restates the requirements of 

paragraph (o) of AD 2012–15–13, with no 

changes. Where paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2507, Revision 1, dated 

January 14, 2010, specifies a compliance time 

relative to ‘‘the Revision 1 date of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

September 12, 2012 (the effective date of AD 

2012–15–13). 

(p) Retained Modification and PostModification Repetitive Inspections, With 

Revised Service Information and a New 

Exception 

This paragraph restates the requirements of 

paragraph (p) of AD 2012–15–13, with 

revised service information and a new 

exception. Except as provided by paragraphs 

(p)(1), (p)(2), and (p)(3) of this AD: At the 

applicable times specified in paragraph 1.E, 

‘‘Compliance,’’ of Boeing Service Bulletin 

747–53A2559, Revision 1, dated August 4, 

2011, modify the frame-to-tension-tie joints 

at STAs 1120 through 1220; do all related 

investigative and applicable corrective 

actions; do the repetitive post-modification 

detailed inspections for cracking of the 

tension tie and frame structure and all 

applicable corrective actions; and do the 

additional modification. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

53A2559, Revision 1, dated August 4, 2011; 

or Boeing Alert Service Bulletin 747– 

53A2559, Revision 2, dated May 13, 2014. 

Modifying the frame-to-tension-tie joints at 

STAs 1120 through 1220 terminates the 

repetitive inspection requirements of 

paragraphs (g) and (j) of this AD, the 

inspection requirements of paragraph (l) of 

this AD, and the one-time inspection 

requirement of paragraph (n) of this AD. As 

of the effective date of this AD, only Boeing 

Alert Service Bulletin 747–53A2559, 

Revision 2, dated May 13, 2014, may be used 

to accomplish the actions specified in this 

paragraph. 

(1) Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Service Bulletin 747–53A2559, 

Revision 1, dated August 4, 2011, specifies a 

compliance time relative to ‘‘the original 

issue date of this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after September 12, 2012 

(the effective date of AD 2012–15–13). 

(2) Where Boeing Service Bulletin 747– 

53A2559, Revision 1, dated August 4, 2011; 

or Boeing Alert Service Bulletin 747– 

53A2559, Revision 2, dated May 13, 2014; 

specifies to contact Boeing for repair 

instructions or additional modification 

requirements: Before further flight, repair the 

cracking or do the additional actions using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. 

(3) For Group 3 through 5, Configuration 1 

airplanes identified in Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, dated 

May 13, 2014: Operators may accomplish the 

actions required by paragraph (p) of this AD 

within the applicable compliance times 

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

Boeing Alert Service Bulletin 747–53A2559, 

Revision 2, dated May 13, 2014. 

(q) Retained Credit for Previous Actions, 

With No Changes 

This paragraph restates the credit provided 

by paragraph (q) of AD 2012–15–13, with no 

changes. This paragraph provides credit for 

the corresponding actions required by 

paragraph (p) of this AD, if those actions 

were done before September 12, 2012 (the 

effective date of AD 2012–15–13), using 

Boeing Alert Service Bulletin 747–53A2559, 

dated January 8, 2009, which is not 

incorporated by reference in this AD. 

(r) New Repetitive Post-Modification Eddy 

Current Inspections 

Do an eddy current inspection of all areas 

of the modified tension ties for cracking, in 

accordance with Part 3 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2559, Revision 2, 

dated May 13, 2014. Do the inspection at the 

time specified in Table 2 of paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, dated 

May 13, 2014, except where paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, dated 

May 13, 2014, specifies a compliance time 

relative to ‘‘the Revision 2 date of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. If any crack is 

found, before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. If no crack is found, repeat the 

inspection thereafter at the intervals 

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

Boeing Alert Service Bulletin 747–53A2559, 

Revision 2, dated May 13, 2014. 

(s) New One-Time Surface HFEC Inspections 

Do a surface HFEC inspection of the 

tension tie center section, for cracking in the 

forward and aft tension tie channels between 

STAs 1120 through 1220, in accordance with 

Part 4 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2559, 

Revision 2, dated May 13, 2014. Do the 

inspection at the applicable time specified in 

Table 1 or Table 3 of paragraph 1.E, 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, dated 

May 13, 2014, except where paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2559, Revision 2, dated 

May 13, 2014, specifies a compliance time 

relative to ‘‘the Revision 2 date of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. If any crack is 

found, before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. 

(t) 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 


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to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (u)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@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, 

alteration, or modification 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 method, 

modification deviation, or alteration 

deviation must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. 

(4) AMOCs approved previously for AD 

2012–15–13, are approved as AMOCs for the 

corresponding provisions of this AD. 

(u) Related Information 

(1) For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

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

email: bill.ashforth@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (v)(6) and (v)(7) of this AD. 

(v) 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 April 22, 2016. 

(i) Boeing Alert Service Bulletin 747– 

53A2559, Revision 2, dated May 13, 2014. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on September 12, 2012 (77 

FR 47267, August 8, 2012). 

(i) Boeing Alert Service Bulletin 747– 

53A2507, Revision 1, dated January 14, 2010. 

(ii) Boeing Service Bulletin 747–53A2559, 

Revision 1, dated August 4, 2011. 

(5) The following service information was 

approved for IBR on November 28, 2007 (72 

FR 65655, November 23, 2007). 

(i) Boeing Alert Service Bulletin 747– 

53A2507, dated April 21, 2005. 

(ii) Reserved. 

(6) 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. 

(7) 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. 

(8) 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 February 

29, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–05249 Filed 3–17–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2459; Directorate 

Identifier 2015–NM–002–AD; Amendment 

39–18436; AD 2016–06–05] 

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 777 

airplanes. This AD was prompted by 

reports of fire and smoke at the engine 

aft pylon area resulting from fuel 

leakage caused by a damaged O-ring in 

the fuel coupling attached to the wing 

front spar. This AD requires applying 

sealant to fill the gap between the lower 

wing panels adjacent to the strut aft 

vapor barrier. We are issuing this AD to 

prevent fire and smoke at the engine aft 

pylon area in the event of a fuel leak, 

which could cause personal injury 

during ground operations. A fire 

spreading back and up to the aft fairing 

pylon can result in an uncontrolled fire 

in the strut and ignite the fuel tank. 

DATES: This AD is effective April 22, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 22, 2016. 

ADDRESSES: For service information 

identified in this final rule, 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. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

2459. 

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–2015– 

2459; 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: 

Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

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

WA 98057–3356; phone: 425–917–6501; 

fax: 425–917–6590; email: 

kevin.nguyen@faa.gov. 

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 The Boeing Company 

Model 777 airplanes. The NPRM 

published in the Federal Register on 

July 9, 2015 (80 FR 39392). The NPRM 

was prompted by reports of fire and 

smoke at the engine aft pylon area 

resulting from fuel leakage caused by a 

damaged O ring in the fuel coupling 

attached to the wing front spar. The fuel 

was captured by the fuel coupling 

rubber boot and was discharged into the 

flammable fluid leakage zone of the 

strut-to-wing cavity, as intended. 

However, the fuel did not follow its 

intended drain paths into the aft strut 

and lower wing panel drains, but 

instead followed an unintended drain 

path through an unsealed gap between 

the lower wing panels above the strut aft 

vapor barrier. The leaking fuel then 

followed gaps and seams in the aft 

fairing structure to the outside of the 

strut fairing side panels, ignited after 


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