42710 Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 

For the reasons discussed above, I 

certify this 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. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Bombardier, Inc.: Docket No. FAA–2013– 

0548; Directorate Identifier 2013–NM– 

008–AD. 

(a) Comments Due Date 

We must receive comments by September 

8, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

BD–700–1A11 airplanes, certificated in any 

category, modified by FAA Supplemental 

Type Certificate (STC) ST02140NY, issued 

October 14, 2005 (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/rgstc.nsf/

0/6B8CF26D01F5E6DE862570C7006DCD7E

?OpenDocument&Highlight=st02140ny) and 

to airplanes, certificated in any category, 

modified by FAA STC ST02033NY, issued 

December 2, 2004 (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/rgstc.nsf/

0/99FF781E0BD20AD886256FA300558250

?OpenDocument&Highlight=02033). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 35, Oxygen. 

(e) Reason 

This AD was prompted by a report that 

certain lanyards for the passenger oxygen 

masks are longer than the specified length, 

possibly leading to inactive oxygen masks in 

an emergency. We are issuing this AD to 

detect and correct lanyards of incorrect 

length, which might not activate the flow of 

oxygen in an emergency, resulting in injury 

to passengers. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Replacement 

Within 750 flight hours or 15 months after 

the effective date of this AD, whichever 

occurs first: Replace lanyards having part 

numbers (PN) B431564–503 and –505 for all 

passenger oxygen dispensing units, with 

lanyards having PN B431564–507, in 

accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

700–1A11–35–009, Revision 02, dated May 

28, 2013. 

(h) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the ACO, send it to ATTN: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 11590; 

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

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

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

Engine and Propeller Directorate, FAA; or 

Transport Canada Civil Aviation (TCCA); or 

Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). If approved by the DAO, 

the approval must include the DAOauthorized signature. 

(i) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2012–31, dated 

December 7, 2012, 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 it in Docket No. 

FAA–2013–0548. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. You may review 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. 

Issued in Renton, Washington, on July 15, 

2014. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–17332 Filed 7–22–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0454; Directorate 

Identifier 2013–NM–138–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) 2002–07– 

08, which applies to certain The Boeing 

Company Model 737 airplanes. AD 

2002–07–08 currently requires 

repetitive inspections for cracking of the 

lower skin at the lower row of fasteners 

in the lap joints of the fuselage; repair 

of any cracking found; modification of 

the fuselage lap joints at certain 

locations, which terminates the 

repetitive inspections of the modified 

areas; and replacement of a certain 

preventive modification with an 

improved modification. Since we issued 

AD 2002–07–08, we have determined 

that adjacent stringers and window 

frames have cracked in locations outside 

the inspection areas addressed by AD 

2002–07–08. This proposed AD would 

add repetitive inspections for cracking 

at certain window corner fastener holes, 

a preventive modification, post-repair/

alteration and butt joint repetitive 

inspections, and repair if necessary. We 

are proposing this AD to detect and 

correct fatigue cracking of the fuselage 

lap joints, which could result in 

reduced structural integrity and sudden 

decompression of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 8, 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. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 42711 

• 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– 

0454; 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: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

WA 98057–3356; phone: 425–917–6447; 

fax: 425–917–6590; email: 

wayne.lockett@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–2014–0454; Directorate Identifier 

2013–NM–138–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 April 2, 2002, we issued AD 2002– 

07–08, Amendment 39–12702 (67 FR 

17917, April 12, 2002), for certain the 

Boeing Company Model 737 airplanes. 

AD 2002–07–08 requires repetitive 

inspections for cracking of the lower 

skin at the lower row of fasteners in the 

lap joints of the fuselage; repair of any 

cracking found; modification of the 

fuselage lap joints at certain locations, 

which terminates the repetitive 

inspections of the modified areas; and 

replacement of a certain preventive 

modification with an improved 

modification. AD 2002–07–08 resulted 

from the FAA’s determination that, in 

light of additional crack findings, 

certain modifications of the fuselage lap 

joints did not provide an acceptable 

level of safety. We issued AD 2002–07– 

08 to detect and correct cracking of the 

fuselage lap joints, which could result 

in sudden decompression of the 

airplane. 

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) 

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 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. 

Actions Since AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002), Was Issued 

Since we issued AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002), we have determined 

that adjacent stringers and window 

frames have cracked in locations outside 

the inspection areas addressed by AD 

2002–07–08. More extensive inspections 

over a larger area are therefore 

necessary. 

Relevant Service Information 

We reviewed Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 

14, 2013, which describes procedures 

for certain new actions that were not 

included in previous revisions of this 

service information. These new actions 

include repetitive inspections for 

cracking at certain window corner 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

42712 Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 

fastener holes, a preventive 

modification, and post-repair/alteration 

and butt joint repetitive inspections and 

repair if necessary. For information on 

the procedures and compliance times, 

see this service information at http://

www.regulations.gov by searching for 

Docket No. FAA–2014–0454. 

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 

This proposed AD would retain 

certain requirements of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002). This proposed AD 

would also require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Difference 

Between this Proposed AD and the 

Service Information.’’ 

Related ADs 

Boeing has identified a group of 

airplanes affected by AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002), that did not specify 

crown lap splice inspections until they 

reached their modification threshold of 

50,000 total flight cycles. This was 

determined to be a safety concern. We 

have issued AD 2013–09–01, 

Amendment 39–17442 (78 FR 27001, 

May 9, 2013), to require these crown lap 

splice inspections for the affected 

airplanes, and this proposed AD would 

remove the overlapping requirements 

(paragraphs (a), (b), (c), and (f)) from AD 

2002–07–08. Those crown lap splice 

inspections are described in Boeing 

Service Bulletin 737–53A1255, Revision 

2, dated August 7, 2012. 

AD 2013–09–01, Amendment 39– 

17442 (78 FR 27001, May 9, 2013), 

applies to certain Model 737 airplanes 

and requires various repetitive 

inspections for cracking of certain 

fuselage crown lap joints. The lap joint 

modification/repair specified in this 

proposed AD would terminate certain 

inspections of AD 2013–09–01. 

Difference Between the Proposed AD 

and the Service Information 

Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 

2013, specifies to contact the 

manufacturer for instructions for certain 

actions, but this proposed AD would 

require accomplishment of those actions 

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. 

This proposed AD will address only 

Model 737 airplanes with line numbers 

292 through 2565. Model 737 airplanes 

with line numbers 1 through 291 have 

been addressed in AD 2003–23–03, 

Amendment 39–13367 (68 FR 64980, 

November 18, 2003). 

Additional Changes to AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002) 

Boeing Commercial Airplanes has 

received an ODA. This proposed AD 

would delegate the authority to approve 

an alternative method of compliance for 

any repair or modification required by 

this proposed AD to the Boeing 

Commercial Airplanes ODA rather than 

a Designated Engineering Representative 

(DER). 

Explanation of a Certain Compliance 

Time 

The compliance time for the 

preventive 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. 

Costs of Compliance 

We estimate that this proposed AD 

affects 247 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS—REQUIRED ACTIONS

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

Retained lap joint modification ....... 4,650 work-hours × $85 per hour 

= $395,250.

Up to $204,000 $599,250 ........................ $95,280,750 (estimated 

159 airplanes). 

Retained lap joint inspection .......... 90 work-hours × $85 per hour = 

$7,650 per inspection cycle.

$0 ..................... $7,650 per inspection 

cycle.

$1,889,550 per inspection cycle. 

Retained post-NACA inspection .... 110 work-hours × $85 per hour = 

$9,350 per inspection cycle.

$0 ..................... $9,350 per inspection 

cycle.

$308,550 per inspection 

cycle (estimated 33 

airplanes). 

Retained window corner inspection 36 work-hours × $85 per hour = 

$3,060 per inspection cycle.

$0 ..................... $3,060 per inspection 

cycle.

$755,820 per inspection 

cycle. 

New window corner inspection ...... 108 work-hours × $85 per hour = 

$9,180 per inspection cycle.

$0 ..................... $9,180 per inspection 

cycle.

$2,267,460 per inspection cycle. 

ESTIMATED COSTS—OPTIONAL ACTIONS

Action Labor cost Parts cost Cost per 

product 

New preventive modification ........................ 134 work-hours × $85 per hour = $11,390 ................................... $0 $11,390 

We estimate the following costs to do 

any necessary corrective actions that 

would be required based on the results 

of the proposed inspection. We have no 

way of determining the number of 

aircraft that might need these corrective 

actions: 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 42713 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

corner 

Window corner repair, per corner ................................ 9 work-hours × $85 per hour = $765 ........................... (1) $765 

1Parts fabricated by operator; cost unknown. 

The cost estimate figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the actions required by this proposed 

AD, and that no operator would 

accomplish those actions in the future if 

this proposed AD were not adopted. 

However, we have been advised that the 

lap joint modification has already been 

installed on some affected airplanes. 

Therefore, based on the current number 

of U.S.-registered airplanes below the 

threshold of 50,000 total flight cycles, 

the future economic cost impact of this 

proposed AD on U.S. operators is 

expected to be less than the cost impact 

figure indicated above. 

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 proposed 

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. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2002–07–08, Amendment 39–12702 (67 

FR 17917, April 12, 2002), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2014–0454; Directorate Identifier 2013– 

NM–138–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by September 8, 2014. 

(b) Affected ADs 

This AD replaces AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002). Certain provisions of this AD affect 

certain requirements of AD 2013–09–01, 

Amendment 39–17442 (78 FR 27001, May 9, 

2013). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–200, –200C, –300, –400, and –500 

series airplanes, certificated in any category, 

line numbers 292 through 2565 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicating 

that certain fuselage lap joints are subject to 

widespread fatigue damage (WFD). We are 

issuing this AD to detect and correct fatigue 

cracking of the fuselage lap joints, which 

could result in reduced structural integrity 

and sudden decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Lap Joint Modification 

(Repair)—Crown Areas 

This paragraph restates the actions 

required by paragraph (g) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

Except as provided by paragraph (h) of this 

AD: Install the lap joint repair as specified in 

Part 1.E.1. (‘‘Compliance’’) of Boeing Service 

Bulletin 737–53A1177, Revision 4, dated 

September 2, 1999; Boeing Service Bulletin 

737–53A1177, Revision 5, dated February 15, 

2001; or Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; 

per PART III or IV (‘‘Lap Joint Repair’’), as 

applicable; or Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013; 

per PART III, IV, VI, or VII (‘‘Lap Joint 

Modification (Repair)’’), as applicable, of the 

Accomplishment Instructions of the 

applicable service bulletin; at the time 

specified in paragraph (g)(1), (g)(2), (g)(3), 

(g)(4), or (g)(5) of this AD, as applicable. 

Accomplishment of this repair terminates the 

repetitive inspections required by paragraph 

(j) of this AD. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. A lap splice modification 

(repair) done in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, terminates the 

inspections required by paragraphs (g) and (i) 

of AD 2013–09–01, Amendment 39–17442 

(78 FR 27001, May 9, 2013), for the modified 

(repaired) area only. 

(1) For airplanes that have accumulated 

70,000 total flight cycles or more as of May 

17, 2002 (the effective date of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002)): Within 600 flight cycles 

after May 17, 2002, do the lap joint repair. 

(2) For airplanes that have accumulated 

65,000 total flight cycles or more, but fewer 

than 70,000 total flight cycles as of May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)): Do the repair at the later of the 

times specified in paragraphs (g)(2)(i) and 

(g)(2)(ii) of this AD. 

(i) Before the accumulation of 70,000 total 

flight cycles. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

42714 Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 

(ii) Within 600 flight cycles after May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)). 

(3) For airplanes that have accumulated 

45,000 total flight cycles or more, but fewer 

than 65,000 total flight cycles as of May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)): Within 5,000 flight cycles after 

May 17, 2002. 

(4) For airplanes that have accumulated 

less than 45,000 total flight cycles as of May 

17, 2002 (the effective date of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002)): Before the accumulation of 

50,000 total flight cycles. 

(5) Notwithstanding the times specified in 

paragraphs (g)(1), (g)(2), (g)(3), and (g)(4) of 

this AD, for airplanes on which the 

‘‘Preventive Change’’ (NACA modification) 

has been accomplished per PART III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 1, 

dated September 19, 1996; Revision 2, dated 

July 24, 1997; or Revision 3, dated September 

18, 1997: Within 18,000 flight cycles after 

accomplishment of the NACA modification. 

(h) Retained Lap Joint Modification for 

Certain Airplanes 

This paragraph restates the requirements of 

paragraph (h) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information 

and revised airplane groups. 

(1) For airplanes identified as Groups 3 and 

5 in Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001: Install the 

lap joint repair at stringers 4R and 10R, as 

specified in Part 1.E.1. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, at the time 

specified in paragraph (g)(1), (g)(2), (g)(3), 

(g)(4), or (g)(5) of this AD, as applicable, 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. 

(2) For airplanes identified in Groups 6, 7, 

and 8 in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013: 

Install the lap joint repair at stringers 4R and 

10R, in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, at 

the time specified in paragraph (g)(1), (g)(2), 

(g)(3), (g)(4), or (g)(5) of this AD, as 

applicable, unless previously accomplished 

as specified in paragraph (h)(1) of this AD. 

(i) Retained Repetitive Low Frequency Eddy 

Current (LFEC) Inspections—Outside Crown 

Areas 

This paragraph restates the actions 

required by paragraph (i) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

Before the accumulation of 70,000 total flight 

cycles, or within 2,500 flight cycles after May 

17, 2002 (the effective date of AD 2002–07– 

08), whichever comes later: Do an LFEC 

inspection to find cracking of the lap joints 

of the fuselage, as specified in Part 1.E.2. 

(‘‘Compliance’’) of Boeing Service Bulletin 

737–53A1177, Revision 6, dated May 31, 

2001; or Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013; 

and as identified in Figures 2 through 6 of 

the Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or as identified in 

Figures 50 through 64 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013. Do the inspection per 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013. As of the effective date 

of this AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. Repeat the inspection after 

that at intervals not to exceed 5,000 flight 

cycles. 

(j) Retained Post-NACA Modification 

Inspections—Crown Areas 

This paragraph restates the actions 

required by paragraph (j) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘Preventive 

Change’’ (NACA modification) of the crown 

lap joint stringers (‘‘Crown Laps’’) done per 

PART III of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 737– 

53A1177, Revision 1, dated September 19, 

1996; Boeing Service Bulletin 737–53A1177, 

Revision 2, dated July 24, 1997; or Boeing 

Service Bulletin 737–53A1177, Revision 3, 

dated September 18, 1997: Within 12,000 

flight cycles after accomplishment of the 

NACA modification, or within 750 flight 

cycles after May 17, 2002 (the effective date 

of AD 2002–07–08), whichever is later, do 

either an external (Figure 8) or internal 

(Figure 9) LFEC inspection to find cracking 

and corrosion as specified in Part 1.E.4.a. 

(‘‘Compliance’’) of Boeing Service Bulletin 

737–53A1177, Revision 6, dated May 31, 

2001; or Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013; 

per PART I (‘‘Inspection’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. 

(1) If the external inspection is done: 

Repeat the inspection after that at intervals 

not to exceed 1,500 flight cycles until 

accomplishment of the lap joint repair 

required by paragraph (g) of this AD. 

(2) If the internal inspection is done: 

Repeat the inspection after that at intervals 

not to exceed 4,500 flight cycles until 

accomplishment of the lap joint repair 

required by paragraph (g) of this AD. 

(k) Retained Post-NACA Modification 

Inspections—Outside Crown Areas 

This paragraph restates the actions 

required by paragraph (k) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘Preventive 

Change’’ (NACA modification) outside the 

crown areas done per PART III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 1, 

dated September 19, 1996; Boeing Service 

Bulletin 737–53A1177, Revision 2, dated July 

24, 1997; or Boeing Service Bulletin 737– 

53A1177, Revision 3, dated September 18, 

1997: Before the accumulation of 20,000 

flight cycles after accomplishment of the 

NACA modification, or within 750 flight 

cycles after May 17, 2002 (the effective date 

of AD 2002–07–08), whichever is later, do 

either an external (Figure 8) or internal 

(Figure 9) LFEC inspection to find cracking 

and corrosion as specified in Part 1.E.4.b. 

(‘‘Compliance’’) of Boeing Service Bulletin 

737–53A1177, Revision 6, dated May 31, 

2001; or Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013; 

per PART I (‘‘Inspection’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. 

(1) If the external inspection is done: 

Repeat the external inspection after that at 

intervals not to exceed 1,500 flight cycles. 

(2) If the internal inspection is done: 

Repeat the internal inspection after that at 

intervals not to exceed 4,500 flight cycles. 

(l) Retained Modification of Tear Strap 

Splice Straps 

This paragraph restates the actions 

required by paragraph (l) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘lap joint repair,’’ 

as specified in Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 2, 

dated July 24, 1997, or Revision 3, dated 

September 18, 1997: Within 45,000 flight 

cycles after accomplishment of this lap joint 

repair, modify the splice straps per Figures 

10, 11, and 12 of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. As of the 

effective date of this AD, only Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013, may be used to do the actions 

required by this paragraph. 

(m) Retained Follow-On LFEC Inspections 

This paragraph restates the actions 

required by paragraph (m) of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002), with revised service 

information. Within 45,000 flight cycles after 

accomplishment of the lap joint repair 

required by paragraph (g) or (h) of this AD, 

as applicable: Do either an external or 

internal (Figure 9) LFEC inspection as 

specified in Part 1.E.7. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013; to find cracking of the 

lap joint repair, per PART I (‘‘Inspection’’) of 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 42715 

the Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. Repeat the inspection after 

that at intervals not to exceed 2,800 flight 

cycles. 

(n) Retained Repetitive High Frequency 

Eddy Current (HFEC) Inspections—Window 

Corners 

This paragraph restates the actions 

required by paragraph (n) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes having line numbers 520 

through 2565 inclusive: Before the 

accumulation of 50,000 total flight cycles, or 

within 2,250 flight cycles after May 17, 2002 

(the effective date of AD 2002–07–08), 

whichever comes later, do an HFEC 

inspection to find cracking as specified in 

Part 1.E.10 (‘‘Compliance’’) of Boeing Service 

Bulletin 737–53A1177, Revision 6, dated 

May 31, 2001, or Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013; per PART V (‘‘Window Corner Fastener 

Hole Cracking, Inspection and Repair’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. Repeat the inspection after 

that at intervals not to exceed 4,500 flight 

cycles, until the initial actions required by 

paragraph (p) of this AD have been done. 

Accomplishment of the modification (which 

includes removing and discarding fasteners, 

oversizing fastener holes, and installing 

rivets or Hi-Lok fasteners, as applicable), per 

PART V of the Accomplishment Instructions 

of Boeing Service Bulletin 737–53A1177, 

Revision 5, dated February 15, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013; constitutes terminating 

action for the inspections required by this 

paragraph. 

(o) Retained Crack Repair 

This paragraph restates the actions 

required by paragraph (d) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

If any crack is found during any inspection 

required by paragraph (i), (j), (k), (m), or (n) 

of this AD: Before further flight, repair per 

PART II (‘‘Crack Repair’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013; except as required by 

paragraph (s)(2) of this AD. As of the effective 

date of this AD, only Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013, may be used to do the actions required 

by this paragraph. 

(p) New Inspections, Repair, and Preventive 

Modification 

For airplanes identified as Groups 2 

through 28 in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013: At 

the applicable times specified in tables 8, 9, 

10, and 11 of paragraph 1.E.10 of the 

Compliance section of Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013, except as required by 

paragraph (s)(1) of this AD, do a surface 

HFEC inspection for cracking at the 

applicable window corner fastener holes, and 

do a preventive modification, as applicable, 

in accordance with Part V of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, except as required by 

paragraph (s)(2) of this AD. Repair any crack 

found before further flight in accordance 

with Part V of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

except as required by paragraph (s)(2) of this 

AD. Repeat the applicable inspection 

thereafter at the applicable times specified in 

tables 8, 9, 10, and 11 of paragraph 1.E.10 of 

the Compliance section of Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. Accomplishment of the initial 

inspection specified in this paragraph 

terminates the repetitive inspection 

requirements of paragraph (n) of this AD. 

Accomplishment of the preventive 

modification specified in this paragraph 

terminates the repetitive inspection 

requirements of this paragraph for the 

applicable corner fastener locations specified 

in Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. 

(q) Optional Terminating Action 

(1) Accomplishment of the actions 

specified in Part VIII or Part IX, as applicable, 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013, terminates 

the repetitive inspections at the window 

corners specified in paragraph (p) of this AD. 

(2) Replacement of the skin panel as 

specified in Part VIII or Part IX, as applicable, 

of Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013, terminates 

the lap joint modification required by 

paragraph (g) of this AD for the S–10 and S– 

14 lap joints common to the replaced panel 

only. 

(r) Post-Repair/Alteration Inspections and 

Repair 

For airplanes identified as Groups 2 

through 28 in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013: 

Except as provided by paragraph (s)(1) of this 

AD, at the time specified in tables 12, 13, 14, 

15, 16, 17, and 18, as applicable, of paragraph 

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

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013, do the applicable post-repair 

and post-alteration inspections (including an 

internal HFEC inspection, external surface 

inspection, surface inspection, and internal 

surface HFEC inspections), and butt joint 

inspections (including internal surface HFEC 

and detailed inspections) for cracking at the 

applicable locations, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013. Repair any crack before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (t) of this AD. Repeat the 

applicable inspections thereafter at the time 

specified in tables 12, 13, 14, 15, 16, 17, and 

18, as applicable, of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013. 

(s) Exceptions to Service Information 

Specifications 

(1) Where Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

specifies a compliance time ‘‘after the 

Revision 7 date of this service bulletin,’’ this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Where Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; 

and Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013; specify to 

contact Boeing for certain procedures: Do the 

specified actions before further flight using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. 

(3) Where Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; 

and Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013; include the 

phrase ‘‘or is Boeing or FAA approved,’’ this 

AD requires the ‘‘Boeing Approval’’ to be 

requested 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 

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 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), are approved as AMOCs for the 

corresponding provisions of this AD. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

42716 Federal Register / Vol. 79, No. 141 / Wednesday, July 23, 2014 / Proposed Rules 

(u) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6447; fax: 425–917–6590; 

email: wayne.lockett@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 July 13, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–17324 Filed 7–22–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0455; Directorate 

Identifier 2014–NM–006–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A319 series airplanes, 

Model A320–211, –212, –214, –231, 

–232, and –233 airplanes, and A321 

series airplanes. This proposed AD was 

prompted by reports that 67during a full 

scale fatigue test, several broken frames 

in certain areas of the cargo 

compartment have been found, 

especially on the cargo floor support 

fittings and open tack holes on the lefthand side. This proposed AD would 

require a rototest inspection of the open 

tack holes and rivet holes at the cargo 

floor support fittings of the fuselage, 

modification of the fuselage, including 

doing all applicable related investigative 

actions, and repair if necessary. We are 

proposing this AD to detect and correct 

cracking in the open tack holes and rivet 

holes at the cargo floor support fittings 

of the fuselage, which could affect the 

structural integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 8, 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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus, 

Airworthiness Office—EAS, 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. 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– 

0455; 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 Operations 

office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

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. 

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–2014–0455; Directorate Identifier 

2014–NM–006–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 based on 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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2013–0310, 

dated December 20, 2013 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

During a full scale fatigue test, several 

broken frames in the cargo compartment area 

between Frame (FR) 50 and FR 63, have been 

found, especially on the cargo floor support 

fittings and open tack holes on [the] left hand 

side. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the aeroplane. 

For the reason described above, this 

[EASA] AD requires repetitive inspections of 

the frames in the cargo compartment area and 

of the cargo floor support fittings and open 

tack holes on the left hand (LH) side, and 

depending on findings the accomplishment 

of applicable corrective action(s). This 

[EASA] AD also requires a modification, 

which constitutes terminating action for the 

repetitive inspections required by this 

[EASA] AD. 

The actions in this AD include a 

rototest inspection for cracking of the 

open tack holes and rivet holes at the 

cargo floor support fittings of the 

fuselage, modification of the fuselage, 

including doing all applicable related 

investigative actions, and repair if 

necessary. Related investigative actions 

include rotating probe inspections for 

cracking of the holes. You may examine 

the MCAI in the AD docket on the 

Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–0455. 

Relevant Service Information 

Airbus has issued Service Bulletin 

A320–53–1257, dated December 21, 

2012, and Service Bulletin A320–53– 

1261, dated December 21, 2012. The 

mstockstill on DSK4VPTVN1PROD with PROPOSALS