30756 Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 

259, 5910163–260, 5910163–261, 5910163– 

262, 5910163–263, SR09530001–3, 

SR09530001–5, SR09530001–6, 

SR09530001–7, SR09530001–8, 

SR09530001–9, SR09530001–29, 

SR09530001–30, SR09530001–31, 

SR09530001–32, SR09530001–33, 

SR09530001–35, SR09530056–3, 

SR09530056–5, SR09530056–6, 

SR09530056–7, SR09530056–8, 

SR09530056–9, SR09530056–11, 

SR09530056–13, SR09530056–14, 

SR09530056–15, SR09530056–16, 

SR09530056–17, SR09530056–19, 

SR09530056–21, SR09530056–22, 

SR09530056–23, SR09530056–24, or 

SR09530056–25, is installed: At the 

applicable time specified in paragraph (i)(1) 

or (i)(2) of this AD, do a general visual and 

low frequency eddy current (LFEC) 

inspection (Option I), or a high and low 

frequency eddy current inspection (Option 

II), for cracking of the improved tee sections, 

in accordance with the Accomplishment 

Instructions of McDonnell Douglas DC–9 

Alert Service Bulletin A53–231, Revision 2, 

dated June 25, 1993, including Service 

Sketch 3683D, Revision C, dated July 19, 

1989. 

(i) Compliance Times 

(1) For Option I and Option II inspections 

specified in paragraph (h) of this AD: If the 

time of installation of an improved tee 

section having a part number listed in 

paragraph (h) of this AD is known, do the 

initial inspection required by paragraph (h) 

of this AD within 50,000 flight cycles after 

installation of the improved tee section, or 

within 1,500 flight cycles after the effective 

date of this AD, whichever occurs later. 

(2) For Option I and Option II inspections 

specified in paragraph (h) of this AD: If the 

time of installation of an improved tee 

section having a part number identified in 

paragraph (h) of this AD is not known, do the 

initial inspection required by paragraph (h) 

of this AD before the accumulation of 75,000 

total flight cycles, or within 1,500 flight 

cycles after the effective date of this AD, 

whichever occurs later. 

(j) Repetitive Inspections 

If no cracking is found during the 

inspection required by paragraph (h) of this 

AD: Do the actions specified in paragraph 

(j)(1) or (j)(2) of this AD, as applicable, in 

accordance with the Accomplishment 

Instructions of McDonnell Douglas DC–9 

Alert Service Bulletin A53–231, Revision 2, 

dated June 25, 1993, including Service 

Sketch 3683D, Revision C, dated July 19, 

1989. 

(1) For Option I: If Option I was used for 

the inspection required by paragraph (h) of 

this AD, do the actions at the applicable 

intervals, as specified in paragraphs (j)(1)(i), 

(j)(1)(ii), and (j)(1)(iii) of this AD. 

(i) Repeat the LFEC inspection for cracking 

of the side areas above the floor between 

longerons L7 and L17 on the fuselage left and 

right sides, at intervals not to exceed 2,000 

flight cycles. 

(ii) Repeat the general visual inspection for 

cracking of the top and lower areas from 

longeron L7 left side to L7 right side, and 

lower fuselage longeron L17 to L20 on the 

fuselage left and right sides, at intervals not 

to exceed 1,500 flight cycles. 

(iii) Repeat the general visual inspection 

for cracking of the bottom areas from 

longeron L20 left side to L20 right side, at 

intervals not to exceed 3,500 flight cycles. 

(2) For Option II: If Option II was used for 

the inspection required by paragraph (h) of 

this AD, repeat the high and low eddy 

frequency eddy current inspections for 

cracking around the entire periphery of the 

fuselage from the forward side of the 

bulkhead at intervals not to exceed 2,500 

flight cycles. 

(k) Corrective Action and Post-Replacement 

Inspections 

If any cracking is found during any 

inspection required by paragraph (h) or (j) of 

this AD: Before further pressurized flight, 

replace each cracked tee section with an 

airworthy tee section having a part number 

identified in paragraph (h) of this AD, or with 

an original tee section having P/N 5910163– 

89, 5910163–91, 5910163–92, 5910163–93, 

5910163–94, or 5910163–95, in accordance 

with the Accomplishment Instructions of 

McDonnell Douglas DC–9 Alert Service 

Bulletin A53–231, Revision 2, dated June 25, 

1993, including Service Sketch 3683D, 

Revision C, dated July 19, 1989. 

(1) If the tee section is replaced with an 

improved tee section listed in paragraph (h) 

of this AD, prior to the accumulation of 

50,000 flight cycles after installation, inspect 

the tee section in accordance with paragraph 

(h) of this AD and do all applicable corrective 

actions and repetitive inspections in 

accordance with and at the times specified in 

paragraphs (j) and (k) of this AD. 

(2) If the tee section is replaced with an 

original tee section listed in paragraph (k) of 

this AD, prior to the accumulation of 25,000 

flight cycles after installation, inspect the tee 

section in accordance with paragraph (h) of 

this AD and do all applicable corrective 

actions and repetitive inspections in 

accordance with and at the times specified in 

paragraphs (j) and (k) of this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles 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 

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

be emailed to: 9-ANM-LAACO-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 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Eric Schrieber, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, CA 90712– 

4137; phone: 562–627–5348; fax: 562–627– 

5210; email: eric.schrieber@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, CA 90846–0001; 

telephone 206–544–5000, extension 2; fax 

206–766–5683; 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. 

Issued in Renton, Washington, on May 16, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–12475 Filed 5–28–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0289; Directorate 

Identifier 2013–NM–146–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2012–13– 

08, which applies to certain The Boeing 

Company Model 747–100, 747–100B, 

747–200B, 747–200C, 747–200F, 747– 

400F, 747SR, and 747SP series 

airplanes, without a stretched upper 

deck or stretched upper deck 

modification. AD 2012–13–08 currently 

requires repetitive inspections of 

tension ties and surrounding structure 

for cracking, additional inspections for 

certain airplanes, and related 

investigative and corrective actions if 

necessary. AD 2012–13–08 also 

currently requires modification of 

tension tie structure or tension tie and 


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frame structure at specified stations, a 

post-modification inspection of any 

modified area for cracking, repetitive 

inspections for cracking in the 

unmodified areas of the tension tie 

structure and frame structure at certain 

stations, and repair if necessary. Since 

we issued AD 2012–13–08, the 

manufacturer conducted a widespread 

fatigue damage analysis and determined 

that additional inspections are 

necessary. This proposed AD would 

add, for certain airplanes, surface high 

frequency eddy current (HFEC) 

inspections for cracking in unmodified 

center section tension ties, and repair if 

necessary; repetitive post-modification 

eddy current inspections for cracking of 

modified and unmodified areas, and 

repair if necessary; a new modification 

(replacement) of tension tie and frame 

structures; and repetitive inspections of 

tension ties and surrounding structure 

for cracking, and related investigative 

and corrective actions if necessary. This 

proposed AD also reduces an inspection 

interval. We are proposing this AD to 

prevent tension ties from becoming 

severed or disconnected from the 

frames, which could lead to reduced 

structural integrity and sudden 

decompression of the airplane in flight. 

DATES: We must receive comments on 

this proposed AD by July 14, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0289; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Nathan Weigand, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6428; 

fax: 425–917–6590; email: 

Nathan.P.Weigand@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0289; Directorate Identifier 

2013–NM–146–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On June 19, 2012, we issued AD 

2012–13–08, Amendment 39–17110 (77 

FR 40481, July 10, 2012), for certain The 

Boeing Company Model 747–100, 747– 

100B, 747–200B, 747–200C, 747–200F, 

747–400F, 747SR, and 747SP series 

airplanes, without a stretched upper 

deck or stretched upper deck 

modification. AD 2012–13–08 

supersedes AD 2006–01–07, 

Amendment 39–14446 (71 FR 1947, 

January 12, 2006), and requires 

repetitive inspections for cracking in the 

tension ties and the surrounding 

structure, and related investigative and 

corrective actions if necessary. AD 

2012–13–08 also requires, for certain 

airplanes, modifying the tension tie 

structure or tension tie and frame 

structure at certain stations; a postmodification inspection of the modified 

area; and post-modification repetitive 

inspections of the unmodified area and 

repair if necessary. AD 2012–13–08 also 

requires, for certain airplanes, 

additional inspections. AD 2012–13–08 

resulted from reports that certain 

airplanes have tension ties that are 

susceptible to widespread fatigue 

damage, reports of cracks on the forward 

and aft tension tie channels at station 

(STA) 740 and STA 760, and a 

determination that initial inspection 

intervals required by AD 2006–01–07 

needed to be reduced. We issued AD 

2012–13–08 to prevent tension ties from 

becoming severed or disconnected from 

the frames, which could lead to rapid 

in-flight decompression. 

Widespread Fatigue Damage 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 

element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as widespread fatigue 

damage (WFD). As an airplane ages, 

WFD will likely occur, and will 

certainly occur if the airplane is 

operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

design approval holders (DAHs) 


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establish a limit of validity (LOV) of the 

engineering data that support the 

structural maintenance program. 

Operators affected by the WFD rule may 

not fly an airplane beyond its LOV, 

unless an extended LOV is approved. 

The WFD final rule (75 FR 69746, 

November 15, 2010) does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this action is 

necessary to enable DAHs to propose 

LOVs that allow operators the longest 

operational lives for their airplanes, and 

still ensure that WFD will not occur. 

This approach allows for an 

implementation strategy that provides 

flexibility to DAHs in determining the 

timing of service information 

development (with FAA approval), 

while providing operators with certainty 

regarding the LOV applicable to their 

airplanes. 

Tension ties have been determined to 

be structure that is susceptible to WFD. 

WFD can cause tension ties to become 

severed or disconnected from the 

frames. Severed or disconnected tension 

ties or frames at multiple locations 

could result in reduced structural 

integrity and sudden decompression of 

the airplane in flight. 

Actions Since AD 2012–13–08, 

Amendment 39–17110 (77 FR 40481, 

July 10, 2012) Was Issued 

Since we issued AD 2012–13–08, 

Amendment 39–17110 (77 FR 40481, 

July 10, 2012), Boeing conducted the 

WFD analysis and determined that 

additional inspections are needed, the 

interval for the repetitive inspections for 

cracking in the unmodified areas of the 

tension tie structure and frame structure 

should be reduced, and, for certain 

airplanes, a new modification of tension 

tie and frame structures is necessary. 

The additional inspections include 

surface HFEC inspections for cracking 

in unmodified center section tension 

ties, and repetitive post-modification 

eddy current inspections for cracking in 

modified and unmodified areas. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013. For information on 

the procedures and compliance times, 

see this service information at http://

www.regulations.gov by searching for 

Docket No. FAA–2014–0289. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

Although this proposed AD does not 

completely restate the requirements of 

AD 2012–13–08, Amendment 39–17110 

(77 FR 40481, July 10, 2012), this 

proposed AD would retain certain 

requirements of AD 2012–13–08 in 

paragraphs (g), (h), and (i) of this 

proposed AD. Actions specified in 

Boeing Alert Service Bulletin 747– 

53A2605, Revision 1, dated May 27, 

2010, that are required by AD 2012–13– 

08 are not restated but are retained in 

paragraphs (j) and (k) of this proposed 

AD. 

This proposed AD would also require, 

for certain airplanes, surface HFEC 

inspections for cracking in unmodified 

center section tension ties, and repair if 

necessary. In addition, this proposed 

AD would require, for certain airplanes, 

repetitive post-modification eddy 

current inspections for cracking of 

modified and unmodified areas and 

repair if necessary. Furthermore, this 

proposed AD would also require, for 

certain airplanes, a new modification of 

tension tie and frame structures, and 

repetitive inspections of tension ties and 

surrounding structure for cracking, and 

related investigative and corrective 

actions if necessary. This proposed AD 

would also reduce the interval for the 

repetitive inspections for cracking in the 

unmodified areas of the tension tie 

structure and frame structure. 

The phrase ‘‘related investigative 

actions’’ is used in this proposed AD. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary action, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Explanation of Compliance Time 

The compliance time for the 

modification specified in this proposed 

AD for addressing WFD was established 

to ensure that discrepant structure is 

modified before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Differences Between This Proposed AD 

and the Service Information 

The service information specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Concurrent Actions 

This proposed AD would require that 

certain actions be done concurrently. 

Table 1 in Paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013, specifies to 

concurrently do the tension tie and 

frame modification and surface HFEC 

inspection for cracks in the tension tie 

center sections: Therefore, paragraph (j) 

of this proposed AD would require that 

the HFEC inspections be done 

concurrently with the tension tie and 

frame modification. 

Costs of Compliance 

We estimate that this proposed AD 

affects 86 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 


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ESTIMATED COSTS

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

operators 

Inspection (retained from AD 2012–13– 

08, Amendment 39–17110 (77 FR 

40481, July 10, 2012)).

8 work-hours per tension tie location, 

between 8 and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour 

= between $5,440 and $8,160.

$0 .......................... Between $5,440 

and $8,160 per 

inspection cycle.

Between $467,840 

and $701,760 

per inspection 

cycle. 

One-time inspection for Group 2 airplanes, (retained from AD 2012–13– 

08, Amendment 39–17110 (77 FR 

40481, July 10, 2012)).

6 work-hours × $85 per hour = $510 .. None ..................... $510 ...................... $43,860. 

Modification (retained from AD 2012– 

13–08, Amendment 39–17110 (77 

FR 40481, July 10, 2012)).

Between 24 and 130 work-hours, depending on station location × $85 

per hour = between $2,040 and 

11,050.

Between $18,657 

and $658,423.

Between $20,697 

and $669,473.

Between 

$1,779,942 and 

$57,574,678. 

Inspection for unmodified area (retained from AD 2012–13–08, 

Amendment 39–17110 (77 FR 

40481, July 10, 2012)).

2 per tension tie location, between 8 

and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour = between 

$1,360 and $2,040.

None ..................... Between $1,360 

and $2,040, per 

inspection cycle.

Between $116,960 

and $175,440. 

Inspection for modified area (retained 

from AD 2012–13–08, Amendment 

39–17110 (77 FR 40481, July 10, 

2012)).

2 per tension tie location, between 8 

and 12 tension tie locations per airplane, depending on airplane configuration × $85 per hour = between 

$1,360 and $2,040.

None ..................... Between $1,360 

and $2,040.

Between $116,960 

and $175,440. 

Modification [new proposed action] (1 

U.S.-registered airplane).

Up to 387 work-hours, depending on 

station location × $85 per hour = up 

to $32,895.

Up to $658,423 ..... Up to $691,318 ..... Up to $691,318. 

Post-modification eddy current inspection of all areas [new proposed action].18 work-hours × $85 per hour = 

$1,530 for each tension tie.

None ..................... $1,530 for each 

tension tie, per 

inspection cycle.

$131,580 for each 

tension tie, per 

inspection cycle. 

Surface high frequency eddy current 

inspection of unmodified tension tie 

center sections [new proposed action].

Up to120 work-hours, depending on 

airplane configuration × $85 per 

hour = Up to $10,200.

None ..................... Up to $10,200 ....... Up to $877,200. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. Amend § 39.13 by removing 

Airworthiness Directive (AD) 2012–13– 

08, Amendment 39–17110 (77 FR 

40484), and adding the following new 

AD: 

The Boeing Company: Docket No. FAA– 

2014–0289; Directorate Identifier 2013– 

NM–146–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by July 14, 2014. 

(b) Affected ADs 

This AD supersedes AD 2012–13–08, 

Amendment 39–17110 (77 FR 40481, July 10, 

2012). 


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(c) Applicability 

This AD applies to The Boeing Company 

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

200C, 747–200F, 747–400F, 747SR, and 

747SP series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an analysis by 

the manufacturer indicating that tension ties 

are susceptible to widespread fatigue 

damage. The actions were developed to 

support the airplane’s limit of validity of the 

engineering data that support the established 

structural maintenance program. We are 

issuing this AD to prevent tension ties from 

becoming severed or disconnected from the 

frames, which could lead to reduced 

structural integrity and sudden 

decompression of the airplane in flight. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Actions for Certain Airplanes 

This paragraph restates the requirements of 

paragraph (g) of AD 2012–13–08, 

Amendment 39–17110 (77 FR 40481, July 10, 

2012). For Group 1, and Groups 3 through 6 

airplanes identified in Boeing Special 

Attention Service Bulletin 747–53–2502, 

dated April 21, 2005: At the applicable time 

in paragraph (g)(1) or (g)(2) of this AD, do 

detailed and high-frequency eddy current 

(HFEC) inspections for cracking of each 

affected tension tie and of the surrounding 

structure. If any cracking is found: Before 

further flight, do all applicable corrective and 

related investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specifies to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with the procedures specified in paragraph 

(n) of this AD. As of August 14, 2012 (the 

effective date of AD 2012–13–08), only 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, may be used 

to accomplish the actions required in this 

paragraph. 

(1) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Groups 1, 3, 

and 6 airplanes: Do the first inspections 

before the accumulation of 20,000 total flight 

cycles, or within 1,000 flight cycles after 

February 16, 2006 (the effective date of AD 

2006–01–07, Amendment 39–14446 (71 FR 

1947, January 12, 2006)), whichever occurs 

later; and repeat the inspections thereafter at 

intervals not to exceed 4,000 flight cycles 

until the modification required by paragraph 

(j) of this AD is accomplished. 

(2) For airplanes identified in Boeing 

Special Attention Service Bulletin 747–53– 

2502, dated April 21, 2005, as Groups 4 and 

5 airplanes: Do the first inspections before 

the accumulation of 17,000 total flight cycles, 

or within 1,000 flight cycles after February 

16, 2006 (the effective date of AD 2006–01– 

07, Amendment 39–14446 (71 FR 1947, 

January 12, 2006)), whichever occurs later; 

and repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles 

until the modification required by paragraph 

(j) of this AD is accomplished. 

(h) Retained Inspections for Group 2 

Airplanes 

This paragraph restates the requirements of 

paragraph (h) of 2012–13–08, Amendment 

39–117110 (77 FR 40481, July 10, 2012). For 

Group 2 airplanes identified in Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010: At the applicable times 

specified in paragraphs (h)(1) and (h)(2) of 

this AD, do detailed and HFEC inspections 

for cracking of each affected tension tie and 

of the surrounding structure, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

747–53–2502, dated April 21, 2005; or 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. If any 

cracking is found: Before further flight, do all 

applicable corrective and related 

investigative actions. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010. Where Boeing Special Attention 

Service Bulletin 747–53–2502, dated April 

21, 2005; or Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010; specify to contact Boeing for repair 

instructions: Before further flight, repair the 

area using a method approved in accordance 

with the procedures specified in paragraph 

(n) of this AD. As of August 14, 2012 (the 

effective date of AD 2012–13–08, 

Amendment 39–17110 (77 FR 40481, July 10, 

2012)), only Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010, may be used to accomplish the actions 

required by this paragraph. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles until the 

modification required by paragraph (j) of this 

AD is accomplished. 

(1) For stations (STA) 780 through 940: 

Before the accumulation of 17,000 total flight 

cycles, or within 1,000 flight cycles after 

February 16, 2006 (the effective date of AD 

2006–01–07, Amendment 39–14446 (71 FR 

1947, January 12, 2006)), whichever occurs 

later. 

(2) For STA 720, 740, and 760: At the 

earlier of the times specified in paragraph 

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

(i) Before the accumulation of 17,000 total 

flight cycles, or within 1,000 flight cycles 

after February 16, 2006 (the effective date of 

AD 2006–01–07, Amendment 39–14446 (71 

FR 1947, January 12, 2006)), whichever 

occurs later. 

(ii) Before the accumulation of 8,000 total 

flight cycles, or within 1,000 flight cycles 

after August 14, 2012 (the effective date of 

this AD 2012–13–08, Amendment 39–17110 

(77 FR 40481, July 10, 2012)), whichever 

occurs later. 

(i) Retained One-Time Inspection for Group 

2 Airplanes 

This paragraph restates the requirements of 

paragraph (i) of AD 2012–13–08, Amendment 

39–17110 (77 FR 40481, July 10, 2012). For 

airplanes identified in Boeing Alert Service 

Bulletin 747–53A2502, Revision 1, dated 

June 17, 2010, as Group 2 airplanes: Before 

the accumulation of 8,000 total flight cycles, 

or within 1,000 flight cycles after August 14, 

2012 (the effective date of AD 2012–13–08), 

whichever occurs later, do a general visual 

inspection for correct configuration, as 

identified in Boeing Alert Service Bulletin 

747–53A2502, Revision 1, dated June 17, 

2010, of each affected tension tie and of the 

surrounding structure, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. 

(1) If all tension ties match the correct 

configurations specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010, no further work is 

required by this paragraph. 

(2) If any incorrect configuration is found, 

before further flight, do detailed and open 

fastener-hole HFEC inspections for cracking 

in the tension tie and frame, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010. 

(i) If no crack is found during the 

inspections required by paragraph (i)(2) of 

this AD: Before further flight, install the 

correct configuration for the tension ties at 

locations where the incorrect configuration 

was found, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010; except where Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, specifies to 

contact Boeing for installation instructions, 

use a method approved in accordance with 

the procedures specified in paragraph (n) of 

this AD. 

(ii) If any crack is found during the 

inspections required by paragraph (i)(2) of 

this AD, before further flight, do the actions 

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

(i)(2)(ii)(B) of this AD. 

(A) Repair the crack in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010; except where Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010, 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 (n) of this AD. 

(B) Install the correct configuration for the 

tension ties at locations where the incorrect 

configuration was found, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2502, 

Revision 1, dated June 17, 2010; except 


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Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 30761 

where Boeing Alert Service Bulletin 747– 

53A2502, Revision 1, dated June 17, 2010, 

specifies to contact Boeing for installation 

instructions, use a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(j) New Tension Tie and Frame Modification 

and Inspections 

(1) For Groups 1 through 16, Configuration 

1, airplanes identified in Boeing Alert 

Service Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013: At the applicable 

compliance time specified in table 1 of 

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

Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013, except as 

required by paragraph (l)(1) of this AD, do 

tension tie and frame modifications, in 

accordance with Part 1, and surface HFEC 

inspections for cracks, in accordance with 

Part 4 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013. 

Accomplishment of these modifications 

terminates the repetitive inspections required 

by paragraphs (g) and (h) 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 (n) of this AD. 

(2) For Groups 17 and 18 airplanes 

identified in Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013: At the applicable time specified in 

table 6 or table 7, as applicable, of paragraph 

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

Bulletin 747–53A2605, Revision 3, dated July 

10, 2013, do a tension tie and frame 

modification (replacement of tension ties and 

frame structure), in accordance with Part 5 or 

Part 6, as applicable, of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013. Accomplishment of these 

modifications terminates the repetitive 

inspections required by paragraph (g) of this 

AD. 

(k) New Repetitive Post-Modification 

Detailed Inspections of Unmodified Areas, 

Repetitive Post-Modification HFEC 

Inspections of Modified and Unmodified 

Areas 

(1) For Groups 1 through 16 airplanes 

identified in Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013: At the applicable time specified in 

table 2 or 3 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 747– 

53A2605, Revision 3, dated July 10, 2013, do 

a detailed inspection for cracking in the 

unmodified areas of the tension ties, in 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013. If any cracking is found, 

before further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. Repeat 

the detailed inspection thereafter at the 

applicable time specified in table 2 or 3 of 

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

Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013. 

(2) For Groups 1 through 16 airplanes 

identified in Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013: At the applicable time specified in 

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

Boeing Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013, do eddy 

current inspections for cracking in all areas 

of the tension ties (modified and 

unmodified), in accordance with Part 3 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013. If any cracking is found, 

before further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. Repeat 

the eddy current inspections thereafter at the 

time specified in table 4 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2605, Revision 3, dated July 

10, 2013. 

(3) For Groups 1 through 16, Configuration 

2, airplanes identified in Boeing Alert 

Service Bulletin 747–53A2605, Revision 3, 

dated July 10, 2013: At the applicable time 

specified in table 5 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2605, Revision 3, dated July 

10, 2013, except as provided by paragraph 

(l)(1) of this AD, do surface HFEC inspections 

for cracking in the unmodified tension tie 

center sections, in accordance with Part 4 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013. If any 

cracking is found, before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (n) of 

this AD. If no cracking is found, no further 

action is required until the repetitive 

inspections required by paragraphs (k)(1) and 

(k)(2) begin. 

(4) For Groups 17 and 18 airplanes 

identified in Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013: At the applicable time specified in 

table 6 or 7 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 747– 

53A2605, Revision 3, dated July 10, 2013, do 

detailed and HFEC inspections of the 

modified tension tie and frame structure for 

cracking, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2502, Revision 1, 

dated June 17, 2010. Except as required by 

paragraph (l)(4) of this AD, if any cracking is 

found, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (n) of this 

AD. Repeat the detailed and HFEC 

inspections thereafter at the times specified 

in table 6 or table 7, as applicable, of Boeing 

Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013. 

(l) Service Information Clarifications and 

Exceptions 

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

Boeing Alert Service Bulletin 747–53A2605, 

Revision 3, dated July 10, 2013, specifies a 

compliance time ‘‘after the revision 3 date of 

this service bulletin,’’ this AD requires 

compliance within the specified time after 

the effective date of this AD. 

(2) Where Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013, specifies to contact Boeing for repair 

instructions, this AD requires repair before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(3) Boeing Alert Service Bulletin 747– 

53A2605, Revision 3, dated July 10, 2013, 

refers to Section 51–10–02 of the Boeing 747– 

400F Structural Repair Manual (SRM) and 

Section 51–10–01 of the Boeing 747–100/

200/300 SRM as additional sources of 

guidance for removing small cracks and 

fatigue damage material from the existing 

holes in the unmodified center section of the 

tension tie channels. Where those SRM 

sections state that ‘‘zero-timing must only be 

used where specifically permitted in an SRM 

chapter-section-repair,’’ this AD allows the 

zero-timing procedures specified in those 

SRM sections. 

(4) Where Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013, specifies to contact Boeing for repair 

instructions, this AD requires repair before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (n) of this AD. 

(m) Credit for Previous Actions 

(1) This paragraph restates the credit 

provided in paragraph (m) of AD 2012–13– 

08, Amendment 39–17110 (77 FR 40481, July 

10, 2012). This paragraph provides credit for 

the actions required by paragraphs (j)(1) and 

(k)(1) of this AD, if those actions were 

performed before August 14, 2012 (the 

effective date of AD 2012–13–08) using 

Boeing Alert Service Bulletin 747–53A2605, 

dated December 8, 2009, which was 

incorporated by reference in AD 2012–13–08. 

(2) For Groups 1 through 16 airplanes 

identified in Boeing Alert Service Bulletin 

747–53A2605, Revision 3, dated July 10, 

2013: This paragraph provides credit for the 

actions required by paragraphs (j)(1) and 

(k)(1) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Alert Service Bulletin 747– 

53A2605, Revision 2, dated December 9, 

2011, which is not incorporated by reference 

in this AD. 

(n) 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 

paragraph (o)(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 

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 


emcdonald on DSK67QTVN1PROD with PROPOSALS
30762 Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 

1 7 U.S.C. 1 et seq. 

2See 17 CFR part 150. Part 150 of the 

Commission’s regulations establishes federal 

position limits on futures and option contracts in 

nine enumerated agricultural commodities. 

3See 17 CFR 150.2. 

4See 17 CFR 150.3. 

5See 17 CFR 150.4. 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane. 

(4) AMOCs approved for inspections 

required by AD 2012–13–08 (77 FR 40481, 

July 10, 2012) are approved as AMOCs for the 

corresponding inspection provisions of 

paragraphs (g), (h), and (i) of this AD. 

(5) AMOCs approved for AD 2012–13–08 

(77 FR 40481, July 10, 2012) that granted 

modification deviations are approved as 

AMOCs for the corresponding modification 

required by paragraph (j)(1) of this AD. 

(o) Related Information 

(1) For more information about this AD, 

contact Nathan Weigand, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

Seattle Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6428; fax: 425– 

917–6590; email: Nathan.P.Weigand@

faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may 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. 

Issued in Renton, Washington, on May 16, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–12479 Filed 5–28–14; 8:45 am] 

BILLING CODE 4910–13–P 

COMMODITY FUTURES TRADING 

COMMISSION 

17 CFR Parts 1, 15, 17, 19, 32, 37, 38, 

140, and 150 

RIN 3038–AD99; 3038–AD82 

Position Limits for Derivatives and 

Aggregation of Positions 

AGENCY: Commodity Futures Trading 

Commission. 

ACTION: Notice of proposed rulemaking; 

reopening of comment periods. 

SUMMARY: On December 12, 2013, the 

Commodity Futures Trading 

Commission (‘‘Commission’’) published 

in the Federal Register a notice of 

proposed rulemaking (the ‘‘Position 

Limits Proposal’’) to establish 

speculative position limits for 28 

exempt and agricultural commodity 

futures and options contracts and the 

physical commodity swaps that are 

economically equivalent to such 

contracts. On November 15, 2013, the 

Commission published in the Federal 

Register a notice of proposed 

rulemaking (the ‘‘Aggregation 

Proposal’’) to amend existing 

regulations setting out the Commission’s 

policy for aggregation under its position 

limits regime. The Commission has 

directed staff to hold a public 

roundtable on June 19, 2014, to consider 

certain issues regarding position limits 

for physical commodity derivatives. In 

order to provide interested parties with 

an opportunity to comment on the 

issues to be discussed at the roundtable, 

the Commission will reopen the 

comment periods for the Position Limits 

Proposal and the Aggregation Proposal 

for a three-week period starting June 12, 

2014 (one week before the roundtable) 

and ending July 3, 2014 (two weeks 

following the roundtable). 

Comments should be limited to the 

issues of hedges of a physical 

commodity by a commercial enterprise, 

including gross hedging, crosscommodity hedging, anticipatory 

hedging, and the process for obtaining a 

non-enumerated exemption; the setting 

of spot month limits in physicaldelivery and cash-settled contracts and 

a conditional spot-month limit 

exemption; the setting of non-spot limits 

for wheat contracts; the aggregation 

exemption for certain ownership 

interests of greater than 50 percent in an 

owned entity; and aggregation based on 

substantially identical trading strategies. 

DATES: The comment periods for the 

Aggregation Proposal published 

November 15, 2013, at 78 FR 68946, and 

for the Position Limits Proposal 

published December 12, 2013, at 78 FR 

75680, will reopen on June 12, 2014, 

and close on July 3, 2014. 

ADDRESSES: You may submit comments, 

identified by RIN 3038–AD99 for the 

Position Limits Proposal or RIN 3038– 

AD82 for the Aggregation Proposal, by 

any of the following methods: 

• Agency Web site: http://

comments.cftc.gov; 

• Mail: Secretary of the Commission, 

Commodity Futures Trading 

Commission, Three Lafayette Centre, 

1155 21st Street NW., Washington, DC 

20581; 

• Hand delivery/courier: Same as 

mail, above; or 

• Federal eRulemaking Portal: http:// 

www.regulations.gov. Follow 

instructions for submitting comments. 

Please submit your comments using 

only one method. All comments must be 

submitted in English, or if not, 

accompanied by an English translation. 

Comments will be posted as received to 

http://www.cftc.gov. You should submit 

only information that you wish to make 

available publicly. If you wish the 

Commission to consider information 

that may be exempt from disclosure 

under the Freedom of Information Act, 

a petition for confidential treatment of 

the exempt information may be 

submitted under § 145.9 of the 

Commission’s regulations (17 CFR 

145.9). 

The Commission reserves the right, 

but shall have no obligation, to review, 

pre-screen, filter, redact, refuse or 

remove any or all of your submission 

from http://www.cftc.gov that it may 

deem to be inappropriate for 

publication, such as obscene language. 

All submissions that have been redacted 

or removed that contain comments on 

the merits of the rulemaking will be 

retained in the public comment file and 

will be considered as required under the 

Administrative Procedure Act and other 

applicable laws, and may be accessible 

under the Freedom of Information Act. 

FOR FURTHER INFORMATION CONTACT: 

Stephen Sherrod, Senior Economist, 

Division of Market Oversight, (202) 418– 

5452, ssherrod@cftc.gov; or Riva Spear 

Adriance, Senior Special Counsel, 

Division of Market Oversight, (202) 418– 

5494, radriance@cftc.gov; Commodity 

Futures Trading Commission, Three 

Lafayette Centre, 1155 21st Street NW., 

Washington, DC 20581. 

SUPPLEMENTARY INFORMATION: 

I. Background 

The Commission has long established 

and enforced speculative position limits 

for futures and options contracts on 

various agricultural commodities as 

authorized by the Commodity Exchange 

Act (‘‘CEA’’).1 The part 150 position 

limits regime 2 generally includes three 

components: (1) the level of the limits, 

which set a threshold that restricts the 

number of speculative positions that a 

person may hold in the spot-month, 

individual month, and all months 

combined,3 (2) exemptions for positions 

that constitute bona fide hedging 

transactions and certain other types of 

transactions,4 and (3) rules to determine 

which accounts and positions a person 

must aggregate for the purpose of 

determining compliance with the 

position limit levels.5 The Position 

Limits Proposal generally sets out 

proposed changes to the first and 

second component of the position limits 

regime and would establish speculative 


emcdonald on DSK67QTVN1PROD with PROPOSALS