3506 Federal Register / Vol. 80, No. 15 / Friday, January 23, 2015 / Proposed Rules 

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 New York 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 Aircraft 

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

or the Transport Canada Civil Aviation 

(TCCA); or Bombardier, Inc., TCCA Design 

Approval Organization (DAO). If approved by 

the DAO, the approval must include the 

DAO-authorized signature. 

(j) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2013–38, dated 

November 28, 2013, for related information. 

This MCAI may be found in the AD docket 

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

by searching for and locating Docket No. 

FAA–2014–1050. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., Q-Series 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. You 

may view this service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on January 

13, 2015. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–00957 Filed 1–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1052; Directorate 

Identifier 2014–NM–140–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) 2004–13– 

02, which applies to certain The Boeing 

Company Model 747–100, –200B, and 

–200F series airplanes. AD 2004–13–02 

currently requires initial and repetitive 

inspections to find discrepancies in the 

upper and lower skins of the fuselage 

lap joints, and repair if necessary. Since 

we issued AD 2004–13–02, an 

evaluation by the design approval 

holder (DAH) indicates that the 

longitudinal lap joints are subject to 

widespread fatigue damage (WFD), and 

that a structural modification at the lap 

joint, and post-modification repetitive 

inspections of the skin, existing internal 

doubler, or splice strap for cracks, and 

corrective actions if necessary, are 

required to reach the limit of validity 

(LOV). This proposed AD would add 

post-repair inspections for cracking and 

corrosion, and repair if necessary; 

structural modification at the lap joints; 

and post-modification inspections for 

cracking and corrosion, and repair if 

necessary. We are proposing this AD to 

detect and correct fatigue cracking in 

the upper and lower skins of the 

fuselage lap joints, which could result 

in sudden fracture and failure of a lap 

joint and rapid in-flight decompression 

of the airplane fuselage. 

DATES: We must receive comments on 

this proposed AD by March 9, 2015. 

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– 

1052; 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: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6432; fax: 425– 

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

SUPPLEMENTARY INFORMATION: 

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–2014–1052; Directorate Identifier 

2014–NM–140–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 

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 


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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 

DAHs establish a 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. 

On June 9, 2004, we issued AD 2004– 

13–02, Amendment 39–13682 (69 FR 

35237, June 24, 2004), for certain The 

Boeing Company Model 747–100, 

–200B, and –200F series airplanes. AD 

2004–13–02 requires initial and 

repetitive inspections to find 

discrepancies in the upper and lower 

skins of the fuselage lap joints, and 

repair if necessary. AD 2004–13–02 

resulted from reports of damage 

(corrosion and fatigue cracking) to 

certain lap joints on Model 737 series 

airplanes. These discrepancies have 

been attributed to the manufacturing 

process, which includes use of a coldbonded adhesive in the lap joint 

configuration. 

The subject area on certain Model 

747–100, –200B, and –200F series 

airplanes is manufactured using a 

process similar to that used on the 

affected Model 737 series airplanes. 

Therefore, those Model 747–100, –200B, 

and –200F series airplanes may be 

subject to the same unsafe condition 

revealed on the Model 737 series 

airplanes. We issued AD 2004–13–02 to 

detect and correct discrepancies in the 

upper and lower skins of the fuselage 

lap joints, which could result in sudden 

fracture and failure of a lap joint and 

rapid in-flight decompression of the 

airplane fuselage. 

Actions Since AD 2004–13–02, 

Amendment 39–13682 (69 FR 35237, 

June 24, 2004), Was Issued 

Since we issued AD 2004–13–02, 

Amendment 39–13682 (69 FR 35237, 

June 24, 2004), an evaluation by the 

DAH indicates that the longitudinal lap 

joints are subject to WFD, and that a 

structural modification at the lap joint 

and post-modification repetitive 

inspections of the skin, existing internal 

doubler, or splice strap for cracks, and 

corrective actions if necessary, are 

required to reach the LOV. 

Related Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014. The service 

information describes procedures for 

inspections and repairs of cracks and 

corrosion in the skin at lap joints in the 

fuselage. For information on the 

procedures and compliance times, see 

this service information at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

1052. 

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 

explicitly restate the requirements of AD 

2004–13–02, Amendment 39–13682 (69 

FR 35237, June 24, 2004), this proposed 

AD would retain all of the requirements 

of AD 2004–13–02. Those requirements 

are referenced in the service information 

identified previously, which, in turn, is 

referenced in paragraphs (g) and (h) of 

this proposed AD. This proposed AD 

would require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Differences 

Between the Proposed AD and the 

Service Information.’’ 

The phrase ‘‘related investigative 

actions’’ might be used in this proposed 

AD. ‘‘Related investigative actions’’ are 

follow-on actions that: (1) Are related to 

the primary actions, and (2) are actions 

that further investigate the nature of any 

condition found. Related investigative 

actions in an AD could include, for 

example, inspections. 

In addition, the phrase ‘‘corrective 

actions’’ might be 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 Changes to AD 2004–13– 

02, Amendment 39–13682 (69 FR 

35237, June 24, 2004) 

AD 2004–13–02, Amendment 39– 

13682 (69 FR 35237, June 24, 2004), 

allows operators to adjust the flightcycle threshold and repetitive interval 

by not counting flight cycles with a 

cabin pressure differential of 2.0 pounds 

per square inch or less. However, this 

proposed AD would not allow this 

adjustment as of the effective date of 

this AD. The number of flight cycles in 

which cabin differential pressure is at 

2.0 psi or less must be counted when 

determining the number of flight cycles 

that have occurred on the airplane. 

The actions specified in paragraphs 

(g) and (h) of this proposed AD are no 

longer required for Group 1 airplanes 

identified in Boeing Alert Service 

Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014. The only Group 1 

airplane, RR201, has been permanently 

withdrawn from service and scrapped. 

Differences Between This Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 747– 

53A2463, Revision 2, dated June 16, 

2014, 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 


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Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

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. 

Costs of Compliance 

We estimate that this proposed AD 

affects 2 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts 

cost Cost per product Cost on U.S. operators 

Inspections [actions retained 

from AD 2004-13-02, Amendment 39-13682 (69 FR 35237, 

June 24, 2004).

5,628 work-hours × $85 per 

hour = $478,380 per inspection cycle.

$0 $478,380 per inspection cycle .. $956,760 per inspection cycle. 

Modification [new proposed action].Up to 3,764 work-hours × $85 

per hour = $319,940.

0 Up to $319,940 ......................... Up to $639,880. 

Post-modification/post-repair inspections [new proposed action].Up to 3,764 work-hours × $85 

per hour = $319,940 per inspection cycle.

0 Up to $319,940 per inspection 

cycle.

Up to $639,880 per inspection 

cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this 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. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2004–13–02, Amendment 39–13682 (69 

FR 35237, June 24, 2004), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2014–1052; Directorate Identifier 2014– 

NM–140–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by March 9, 2015. 

(b) Affected ADs 

This AD replaces AD 2004–13–02, 

Amendment 39–13682 (69 FR 35237, June 

24, 2004). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, –200B, and –200F series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014. 

(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), which 

indicates that the longitudinal lap joints are 

subject to widespread fatigue damage (WFD). 

We are issuing this AD to detect and correct 

fatigue cracking in the upper and lower skins 

of the fuselage lap joints, which could result 

in sudden fracture and failure of a lap joint 

and rapid in-flight decompression of the 

airplane fuselage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections for Corrosion and Corrective 

Actions 

For airplanes identified as Groups 2 

through 14 in Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014: Except as provided by paragraph (l)(3) 

of this AD, at the applicable time specified 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, do an 

external low frequency eddy current 

inspection for corrosion at the upper row of 

fasteners in the lap joint, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 


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Boeing Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(1) of this AD. Do 

all applicable corrective actions before 

further flight. Repeat the inspection at the 

upper row of fasteners in the lap joint 

thereafter at the applicable intervals specified 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(3) of this AD. 

Accomplishment of a structural modification 

in accordance with Part 5 of Boeing Alert 

Service Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014, except as provided by 

paragraph (l)(1) of this AD, terminates the 

inspection requirements of this paragraph in 

the area of the modification only. The actions 

required by paragraph (j) of this AD are still 

applicable in the area of the modification. 

(h) Inspections for Cracking and Corrective 

Actions 

For airplanes identified as Groups 2 

through 14 in Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014: Except as provided by paragraph (l)(3) 

of this AD, at the applicable time specified 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, do an 

internal medium frequency eddy current 

inspection for skin cracks at the lower row 

of fasteners in the lap joint, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(1) of this AD. Do 

all applicable corrective actions before 

further flight. Repeat the inspection at the 

lower row of fasteners in the lap joint 

thereafter at the applicable intervals specified 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(3) of this AD. 

Accomplishment of a structural modification 

in accordance with Part 5 of Boeing Alert 

Service Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014, except as provided by 

paragraph (l)(1) of this AD, terminates the 

inspection requirements of this paragraph in 

the area of the modification only. The actions 

required by paragraph (j) of this AD are still 

applicable in the area of the modification. 

(i) Structural Modification 

For airplanes identified as Groups 2 

through 14 in Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014: At the applicable time specified in 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(2) of this AD, do 

a structural modification at the lap joints, 

and all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014, except as provided by paragraph (l)(1) 

of this AD. Do all applicable corrective 

actions before further flight. Accomplishment 

of the structural modification required by 

this paragraph terminates the inspections 

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

AD in the area of the modification only. The 

actions required by paragraph (j) of this AD 

are still applicable in the area of the 

modification. 

(j) Post-Modification Inspections and 

Corrective Actions 

For airplanes on which the actions 

required by paragraph (i) of this AD have 

been done: At the applicable time specified 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(2) of this AD, do 

an internal high frequency eddy current 

(HFEC) inspection for cracks of the skin or 

existing internal doublers, and an open-hole 

HFEC inspection for splice strap cracks, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2463, Revision 2, dated June 16, 

2014. 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 

inspections of the skin, internal doublers, 

and splice straps thereafter at the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2463, Revision 2, dated 

June 16, 2014. 

(k) Post-Repair Inspections and Corrective 

Actions 

For airplanes with any new or existing 

external doubler repair accomplished at a lap 

joint and the repair doubler length is 40 

inches or longer: At the applicable time 

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

Boeing Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, except as 

provided by paragraph (l)(2) of this AD, do 

an internal HFEC inspection for cracking or 

corrosion of the repairs, and do all applicable 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014, except as provided by 

paragraph (l)(1) of this AD. Do all applicable 

corrective actions before further flight. 

Repeat the inspection of external doubler 

repairs accomplished at lap joints thereafter 

at the applicable intervals specified in 

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

Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014. 

Accomplishment of a structural modification 

in accordance with Part 5 of Boeing Alert 

Service Bulletin 747–53A2463, Revision 2, 

dated June 16, 2014, except as provided by 

paragraph (l)(1) of this AD, terminates the 

inspection requirements of this paragraph in 

the area of the modification only. The actions 

required by paragraph (j) of this AD are still 

applicable in the area of the modification. 

(l) Exceptions 

(1) If, during any action required by this 

AD, Boeing Alert Service Bulletin 747– 

53A2463, Revision 2, dated June 16, 2014, 

specifies to contact Boeing for an inspection 

or modification procedure, or repair 

instructions: Before further flight, do the 

inspection, or modification, or repair using a 

method approved in accordance with the 

procedures specified in paragraph (n) of this 

AD. 

(2) Where Paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2463, 

Revision 2, dated June 16, 2014, specifies a 

compliance time ‘‘after the Revision 2 date of 

this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(3) For the compliance threshold and 

repetitive interval calculations for 

inspections required by paragraphs (g) and 

(h) of this AD, the provisions specified in 

paragraphs (l)(3)(i) and (l)(3)(ii) of this AD 

apply regarding differential pressure. 

(i) For inspections done before the effective 

date of this AD: Flight cycles in which the 

cabin differential pressure was at 2.0 pounds 

per square inch (psi) or less need not be 

counted in the flight-cycle determination, 

provided that flight cycles with momentary 

spikes in cabin differential pressure above 

2.0 psi were included as full pressure flight 

cycles. For this provision to apply, all cabin 

pressure records must have been maintained 

for each airplane. No fleet-averaging of cabin 

pressure is allowed. 

(ii) For inspections done on or after the 

effective date of this AD: All flight cycles 

must be counted, regardless of differential 

pressure. 

(m) Credit for Previous Actions 

This paragraph provides credit for actions 

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

if those actions were performed before the 

effective date of this AD using the service 

information identified in paragraph (m)(1) or 

(m)(2) of this AD. 

(1) Boeing Alert Service Bulletin 747– 

53A2463, dated March 7, 2002, including 

Appendices A, B, and C, dated March 7, 

2002, which was incorporated by reference in 

AD 2004–13–02, Amendment 39–13682 (69 

FR 35237, June 24, 2004). 

(2) Boeing Alert Service Bulletin 747– 

53A2463, Revision 1, dated April 16, 2009, 

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 


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3510 Federal Register / Vol. 80, No. 15 / Friday, January 23, 2015 / Proposed Rules 

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 2004–13–02, 

Amendment 39–13682 (69 FR 35237, June 

24, 2004), are approved as AMOCs for the 

corresponding provisions of paragraphs (g) 

and (h) of this AD. 

(o) Related Information 

(1) For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

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

email: Bill.Ashforth@faa.gov. 

(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 January 

14, 2015. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–00955 Filed 1–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1043; Directorate 

Identifier 2013–NM–079–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 A330–200, A330–200 

Freighter, and A330–300 series 

airplanes; and Model A340–200 and 

A340–300 series airplanes. This 

proposed AD was prompted by reports 

of cracked support strut body ends at a 

certain frame location of the trimmable 

horizontal stabilizer (THS). This 

proposed AD would require repetitive 

inspections for cracking of the strut 

ends of the THS support located at a 

certain frame in the tail cone, and 

replacement if necessary; and 

reinstallation or installation of 

reinforcing clamps on certain strut ends. 

We are proposing this AD to detect and 

correct cracked support strut body ends 

of the THS, which could lead to the loss 

of all four THS support struts and which 

would make the remaining structure 

unable to carry limit loads, resulting in 

the loss of the horizontal tail plane. 

DATES: We must receive comments on 

this proposed AD by March 9, 2015. 

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 SAS, 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

airworthiness.A330–A340@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– 

1043; 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1138; 

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–2014–1043; Directorate Identifier 

2013–NM–079–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 

Union, has issued EASA Airworthiness 

Directive 2014–0068, dated March 18, 

2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

Information, or ‘‘the MCAI’’), to correct 

an unsafe condition on all Airbus Model 

A330–200, A330–200 Freighter, and 

A330–300 series airplanes; and Model 

A340–200 and A340–300 series 

airplanes. The MCAI states: 

During scheduled maintenance on A330 

aeroplanes, several Trimmable Horizontal 

Stabilizer (THS) support struts at frame (FR) 

91 were found cracked at strut body ends. 

The THS is supported and articulated at FR 

91 by four struts to fix the hinges (Y-bolts) 

and keep the structural integrity in lateral 

direction. 

Analysis revealed that cracks can reduce 

ability of the support struts to carry specified 

tension loads. 

This condition, if not detected and 

corrected, could lead to the loss of all four 

THS support struts at FR91, which would 

make the remaining structure unable to carry 

limit loads, resulting in the loss of Horizontal 

Tail Plane. 

A340–500/600 aeroplanes are not affected 

by this [EASA] AD as different material is 

used on THS support struts. 

To address this potentially unsafe 

condition, EASA issued AD 2013–0076 

[http://ad.easa.europa.eu/blob/easa_ad_

2013_0076_superseded.pdf/AD-2013-0076_1] 

to require repetitive special detailed 

inspections [high frequency eddy current 

(HFEC) inspections for cracking] of all 8 strut 

ends of the THS support located at FR91 in 

the tail cone and, depending on findings, 

replacement of THS support struts. That 


emcdonald on DSK67QTVN1PROD with PROPOSALS