[Federal Register Volume 80, Number 15 (Friday, January 23, 2015)]
[Proposed Rules]
[Pages 3506-3510]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-00955]


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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).

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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:
    <bullet> Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> 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.
    <bullet> 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: <a href="/cdn-cgi/l/email-protection#6e2c070202402f1d0608011c1a062e080f0f40090118"><span class="__cf_email__" data-cfemail="f2b09b9e9edcb3819a949d80869ab2949393dc959d84">[email protected]</span></a>.

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

[[Page 3507]]

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-site-damage 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 cold-bonded 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 flight-cycle 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:
    <bullet> In accordance with a method that we approve; or
    <bullet> Using data that meet the certification basis of the 
airplane, and that have been approved by the Boeing

[[Page 3508]]

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
----------------------------------------------------------------------------------------------------------------
                                                            Parts                               Cost on U.S.
              Action                      Labor cost         cost      Cost per product          operators
----------------------------------------------------------------------------------------------------------------
Inspections [actions retained from  5,628 work-hours x          $0  $478,380 per           $956,760 per
 AD 2004[dash]13[dash]02,            $85 per hour =                  inspection cycle.      inspection cycle.
 Amendment 39[dash]13682 (69 FR      $478,380 per
 35237, June 24, 2004).              inspection cycle.
Modification [new proposed action]  Up to 3,764                  0  Up to $319,940.......  Up to $639,880.
                                     work[dash]hours x
                                     $85 per hour =
                                     $319,940.
Post-modification/post[dash]repair  Up to 3,764                  0  Up to $319,940 per     Up to $639,880 per
 inspections [new proposed action].  work[dash]hours x               inspection cycle.      inspection cycle.
                                     $85 per hour =
                                     $319,940 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

0
1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  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

[[Page 3509]]

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: <a href="/cdn-cgi/l/email-protection#ae9783efe0e383fdcbcfdadac2cb83efede183efe3e1ed83fccbdfdbcbdddaddeec8cfcf80c9c1d8"><span class="__cf_email__" data-cfemail="675e4a26292a4a34020613130b024a2624284a262a28244a35021612021413142701060649000811">[email protected]</span></a>.
    (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

[[Page 3510]]

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: 
<a href="/cdn-cgi/l/email-protection#df9db6b3b3f19eacb7b9b0adabb79fb9bebef1b8b0a9"><span class="__cf_email__" data-cfemail="32705b5e5e1c73415a545d40465a725453531c555d44">[email protected]</span></a>.
    (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


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