Document ID: FAA-2013-0540-0001
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2013-07-03T04:00Z

[Federal Register Volume 78, Number 128 (Wednesday, July 3, 2013)]
[Proposed Rules]
[Pages 40050-40053]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-15948]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0540; Directorate Identifier 2012-NM-185-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 an existing airworthiness directive 
(AD) that applies to certain The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 
747-400D, 747-400F, 747SR, and 747SP series airplanes. The existing AD 
currently requires repetitive inspections for wear damage and cracks of 
the fuselage skin in the interface area of the vertical stabilizer seal 
and fuselage skin, a detailed inspection for wear damage and cracks of 
the surface of any skin repair doubler in the area, and corrective 
actions if necessary. For airplanes on which the fuselage skin has been 
blended to remove wear damage, the existing AD also requires repetitive 
external detailed inspections or high frequency eddy current 
inspections for cracks of the blended area of the fuselage skin, and 
corrective actions if necessary. Since we issued that AD, we have 
received a report of wear through the fuselage skin that occurred 
sooner than the repetitive inspection interval specified in the 
existing AD. This proposed AD would reduce the repetitive inspection 
interval and change certain corrective actions. We are proposing this 
AD to detect and correct wear damage and cracks of the fuselage skin in 
the interface area of the vertical stabilizer seal and fuselage skin in 
sections 46 and 48, which could cause in-flight depressurization of the 
airplane.

DATES: We must receive comments on this proposed AD by August 19, 2013.

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 AD, contact Boeing 
Commercial Airplanes, Attention: Data & Services Management, P. O. Box 
3707, MC 2H-65, Seattle, WA 98124-2207; phone: 206-544-5000, extension 
1; fax: 206-766-5680; Internet: https://www.myboeingfleet.com. You may 
review copies of the 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; 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-2013-0540; 
Directorate Identifier 2012-NM-185-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    On June 19, 2009, we issued AD 2009-14-02, Amendment 39-15951 (74 
FR 30919, June 29, 2009), on the products listed above, which 
superseded AD 2002-26-15, Amendment 39-13003 (68 FR 476, January 6, 
2003). AD 2009-14-02 requires repetitive inspections for wear damage 
and cracks of the fuselage skin in the interface area of the vertical 
stabilizer seal and fuselage skin, a detailed inspection for wear 
damage and cracks of the surface of any skin repair doubler in the 
area, and corrective actions if necessary. For airplanes on which the 
fuselage skin has been blended to remove wear damage, AD 2009-14-02 
also requires repetitive external detailed inspections or high 
frequency eddy current inspections for cracks of the blended area of 
the fuselage skin, and corrective actions if necessary. AD 2009-14-02 
resulted from reports of skin wear damage on airplanes with fewer than 
8,000 total flight cycles. Additionally, there were three reports of 
skin wear damage on airplanes on which Boeing Material Specifications 
(BMS) 10-86 Teflon-filled coating was applied (terminating action per 
AD 2002-26-15). We issued AD 2009-14-02 to detect and correct wear 
damage and cracks of the fuselage skin in the interface area of the 
vertical stabilizer seal and fuselage skin in sections 46 and 48, which 
could cause in-flight depressurization of the airplane.

Actions Since Existing AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009) Was Issued

    Since we issued AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009), we have received a report of wear through the fuselage 
skin between body station (STA) 2598 and STA 2638, stringers S-2L to S-
3L. The wear developed in less than 3,657 flight hours since the 
previous inspection, which was less than the repetitive

[[Page 40051]]

inspection interval specified in AD 2009-14-02. The wear occurred 
through both the Teflon filled coating and the full thickness of the 
0.050-inch-thick skin to create a hole approximately 16 inches in 
length.

Relevant Service Information

    We reviewed Boeing Alert Service Bulletin 747-53A2478, Revision 3, 
dated October 17, 2011. For information on the procedures and 
compliance times, see this service information at http://www.regulations.gov by searching for Docket No. FAA-2013-0540.

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 2009-14-02, Amendment 39-15951 (74 FR 30919, June 
29, 2009), this proposed AD would retain certain requirements of AD 
2009-14-02. 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 
reduce the repetitive inspection interval and add rub strip 
installation for airplanes with wear or blend that exceeds structural 
repair manual limits. 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 ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' are actions that correct or address any 
condition found. Corrective actions in an AD could include, for 
example, repairs.
    We have also clarified the applicability in paragraph (c) of AD 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), which 
specifies ``Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 
747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 
747SP series airplanes, certificated in any category, as identified in 
Boeing Alert Service Bulletin 747-53A2478, Revision 1, dated March 27, 
2008.'' The effectivity of that service information lists all Model 
747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 
747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. 
Therefore, the applicability of this proposed AD specifies ``all The 
Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-
200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP 
series airplanes, certificated in any category.''

Differences Between the Proposed AD and the Service Information

    Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated 
October 17, 2011, specifies certain optional economic-based actions. 
This proposed AD would not require those actions.

Costs of Compliance

    We estimate that this proposed AD affects 917 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection [retained actions from  12 work-hours x $85              $0  $1,020.............  $935,340.
 existing AD 2009-14-02,            per hour = $1,020.
 Amendment 39 15951 (74 FR 30919,
 June 29, 2009)].
Inspection and application of BMS  8 work-hours x $85               $0  $680 per inspection  $623,560 per
 10-86 Teflon-filled coating        per hour = $680                      cycle.               inspection cycles.
 [retained actions from existing    per inspection
 AD 2009-14-02, Amendment 39-       cycle.
 15951 (74 FR 30919, June 29,
 2009)].
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    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this proposed 
AD.
    According to the manufacturer, some of the costs of this proposed 
AD may be covered under warranty, thereby reducing the cost impact on 
affected individuals. We do not control warranty coverage for affected 
individuals. As a result, we have included all costs in our cost 
estimate.

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.

[[Page 40052]]

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) 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), and adding 
the following new AD:

The Boeing Company: Docket No. FAA-2013-0540; Directorate Identifier 
2012-NM-185-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by August 19, 
2013.

(b) Affected ADs

    This AD supersedes AD 2009-14-02, Amendment 39-15951 (74 FR 
30919, June 29, 2009).

(c) Applicability

    This AD applies to all The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 
747-400D, 747-400F, 747SR, and 747SP series airplanes, certificated 
in any category.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted a report of wear through the fuselage skin 
that occurred sooner than the previous repetitive inspection 
interval. We are issuing this AD to detect and correct wear damage 
and cracks of the fuselage skin in the interface area of the 
vertical stabilizer seal and fuselage skin in sections 46 and 48, 
which could cause in-flight depressurization of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Repetitive Detailed Inspection

    At the applicable compliance time specified in paragraph 1.E., 
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478, 
Revision 3, dated October 17, 2011 (the effective date of AD 2009-
14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009) is August 3, 
2009), except as specified in paragraph (j)(1) of this AD: Do a 
detailed inspection of the fuselage skin and any skin repair doubler 
surface for wear damage and cracking at the vertical stabilizer seal 
interface, apply Boeing Material Specifications (BMS) 10-86 Teflon-
filled coating, and do all applicable corrective actions, except as 
specified in paragraph (j)(2) of this AD, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2478, Revision 3, dated October 17, 2011. Do all applicable 
corrective actions at the applicable compliance time specified in 
paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 
747-53A2478, Revision 3, dated October 17, 2011. Repeat the detailed 
inspection thereafter at intervals not to exceed the applicable 
repetitive interval specified in paragraph 1.E., ''Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October 
17, 2011, except as specified in paragraph (j)(2) of this AD. The 
effective date of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, 
June 29, 2009) is August 3, 2009.

(h) Repetitive High Frequency Eddy Current (HFEC) Inspections

    For airplanes on which the skin is blended forward of station 
2360 without external reinforcement: At the applicable compliance 
time specified in Table 4 in paragraph 1.E., ''Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October 
17, 2011, do an external surface HFEC inspection of the blended area 
of the fuselage skin and the surface of any repair doubler for 
cracks, apply BMS 10-86 Teflon-filled coating, and do all applicable 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2478, Revision 
3, dated October 17, 2011. Do all applicable corrective actions at 
the applicable compliance time specified in paragraph 1.E., 
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478, 
Revision 3, dated October 17, 2011. Repeat the HFEC inspection 
thereafter at intervals not to exceed the compliance time specified 
in paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin 
747-53A2478, Revision 3, dated October 17, 2011. The effective date 
of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009) is 
August 3, 2009.

(i) Optional Terminating Action

    Installation of CRES rub strips in accordance with Boeing 
Service Bulletin 747-53-2721, Revision 2, dated March 17, 2011, 
except as specified in paragraph (j)(3) of this AD, is terminating 
action for the inspections specified in paragraphs (g) and (h) of 
this AD at the locations of the CRES rub strip installations only.

(j) Exceptions to Service Information

    (1) Where Boeing Alert Service Bulletin 747-53A2478, Revision 3, 
dated October 17, 2011, specifies a compliance time after the 
``Revision 3 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.
    (2) Part 3 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2478, Revision 3, dated October 17, 2011, is 
not a requirement of this AD.
    (3) Where Boeing Service Bulletin 747-53-2721, Revision 2, dated 
March 17, 2011, specifies to contact Boeing for a modification or 
for instructions: Before further flight, contact the FAA for 
instructions using a method approved in accordance with the 
procedures specified in paragraph (l) of this AD, and accomplish 
those instructions.

(k) Credit for Previous Actions

    (1) This paragraph provides credit for the actions specified in 
paragraph (g) of this AD, if the corresponding actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 747-53A2478, Revision 1, dated March 27, 2008; or 
Boeing Service Bulletin 747-53A2478, Revision 2, dated July 15, 
2010; which are not incorporated by reference in this AD. As of the 
effective date of this AD, only Boeing Alert Service Bulletin 747-
53A2478, Revision 3, dated October 17, 2011, can be used.
    (2) This paragraph provides credit for the actions specified in 
paragraph (i) of this AD, if the corresponding actions were 
performed before the effective date of this AD using Boeing Service 
Bulletin 747-53-2721, dated May 28, 2009; or Revision 1, dated June 
24, 2010; which are not incorporated by reference in this AD.

(l) 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 the Related Information 
section of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@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) Installation of CRES rub strips approved as AMOCs for AD 
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), are 
approved as AMOCs for this AD.

(m) 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,

[[Page 40053]]

Seattle, WA 98124-2207; phone: 206-544-5000, extension 1; fax: 206-
766-5680; Internet: https://www.myboeingfleet.com. You may review 
copies of the 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 June 14, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-15948 Filed 7-2-13; 8:45 am]
BILLING CODE 4910-13-P