Document ID: FAA-2015-3983-0001
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2015-10-06T04:00Z

[Federal Register Volume 80, Number 193 (Tuesday, October 6, 2015)]
[Proposed Rules]
[Pages 60303-60307]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-25272]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-3983; Directorate Identifier 2015-NM-141-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 adopt a new airworthiness directive (AD) for 
certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-300, 747SR, and 747SP series airplanes. This proposed AD was 
prompted by an evaluation by the design approval holder (DAH) 
indicating that the upper chords of the upper deck floor beams are 
subject to widespread fatigue damage (WFD). This proposed AD would 
require repetitive inspections for cracks at the floor panel attachment 
fastener holes; repetitive inspections for cracks in the upper and 
lower chords of the upper deck floor beams at permanent fastener 
locations; repetitive inspections for cracks in certain repaired and 
modified areas; and related investigative and corrective actions if 
necessary. This proposed AD would also require repetitive replacement 
of the upper chords of the upper deck floor beams, including pre-
replacement inspections and corrective action if necessary; and post-
replacement repetitive inspections and repair if necessary. We are 
proposing this AD to detect and correct fatigue cracking of the upper 
chords of the upper deck floor beams. Undetected cracking could result 
in large deflection or deformation of the upper deck floor beams, 
resulting in damage to wire bundles and control cables for the flight 
control system, and reduced controllability of the airplane. Multiple 
adjacent severed floor beams could result in rapid decompression of the 
airplane.

DATES: We must receive comments on this proposed AD by November 20, 
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. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-
3983.

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-2015-
3983; 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

[[Page 60304]]

(phone: 800-647-5527) is in the ADDRESSES section. Comments will be 
available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Roger Caldwell, Aerospace Engineer, 
Technical Operations Center, ANM-100D, FAA, Denver Aircraft 
Certification Office, 26805 East 68th Avenue, Room 214, Denver, CO 
80249; phone: 303-342-1086; fax: 303-342-1088; email: 
roger.caldwell@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-2015-3983; 
Directorate Identifier 2015-NM-141-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 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 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.
    An evaluation by the DAH indicated that the upper chords of the 
upper deck floor beams are subject to WFD. The inspections and 
replacement in this proposed AD were developed to support the 
airplane's LOV of the engineering data that support the established 
structural maintenance program. We are proposing this AD to detect and 
correct fatigue cracking of the upper chords of the upper deck floor 
beams. Undetected cracking could result in large deflection or 
deformation of the upper deck floor beams, resulting in damage to wire 
bundles and control cables for the flight control system, and reduced 
controllability of the airplane. Multiple adjacent severed floor beams 
could result in rapid decompression of the airplane.

Other Relevant Rulemaking

    On September 28, 2005, we issued AD 2005-20-29, Amendment 39-14326 
(70 FR 59246, October 12, 2005), for certain Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-300, 747SP, and 747SR series 
airplanes. AD 2005-20-29 requires repetitive inspections to detect 
cracks in various areas of the upper deck floor beams, and repair if 
necessary. AD 2005-20-29 resulted from fatigue testing that revealed 
severed upper chords of the upper deck floor beams due to fatigue 
cracking. We issued AD 2005-20-29, to detect and correct cracking in 
the upper chords of the upper deck floor beams. Undetected cracking 
could result in large deflection or deformation of the upper deck floor 
beams, resulting in damage to wire bundles and control cables for the 
flight control system, and reduced controllability of the airplane. 
Multiple adjacent severed floor beams could result in rapid 
decompression of the airplane.
    AD 2005-20-29, Amendment 39-14326 (70 FR 59246, October 12, 2005), 
refers to Boeing Alert Service Bulletin 747-53A2452, dated April 3, 
2003, as the appropriate source of service information for certain 
inspections. This proposed AD would require new inspections at reduced 
compliance times, which would end the inspections done using Boeing 
Alert Service Bulletin 747-53A2452, dated April 3, 2003.

Related Service Information Under 1 CFR Part 51

    We reviewed the following service information. This service 
information is reasonably available because the interested parties have 
access to it through their normal course of business or by the means 
identified in the ADDRESSES section of this NPRM.
     Boeing Alert Service Bulletin 747-53A2452, Revision 1, 
dated July 16, 2012. This service information describes procedures for 
repetitive open hole or surface high frequency eddy current (HFEC) 
inspections, as applicable, for cracks at the floor panel attachment 
fastener holes in certain areas and stations; repetitive surface HFEC 
inspections for cracks in the upper and lower chords of the upper deck 
floor beams at permanent fastener locations in certain areas and 
stations; and related investigative and corrective actions. This 
service information also describes procedures, for airplanes on which 
certain repairs or modifications are done, for repetitive open hole or 
surface HFEC inspections, as applicable, for

[[Page 60305]]

cracks in the repaired and modified areas; and repair.
     Boeing Alert Service Bulletin 747-53A2852, dated June 22, 
2012. This service information describes procedures for repetitive 
replacement of the upper chords of the upper deck floor beams, 
including pre-replacement inspections and corrective action, and post-
replacement repetitive inspections and repair.

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 require accomplishing the actions specified 
in the service information described previously, except as discussed 
under ``Differences Between this AD and the Service Information.'' 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-2015-3983.
    The phrase ``related investigative actions'' is used in this 
proposed AD. ``Related investigative actions'' are follow-on actions 
that (1) are related to the primary actions, and (2) further 
investigate the nature of any condition found. Related investigative 
actions in an AD could include, for example, inspections.
    The phrase ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' are actions that correct or address any 
condition found. Corrective actions in an AD could include, for 
example, repairs.
    For any repair #10 or repair #13 done as specified in Boeing Alert 
Service Bulletin 747-53A2452, paragraph (i)(2) of this proposed AD 
would require that post-repair inspections be done before further 
flight using a method approved in accordance with the procedures 
specified in paragraph (o) of this AD. Operators must contact the FAA 
or Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) before further flight so that the type of actions and intervals 
for the post-repair inspections can be determined.

Differences Between This Proposed AD and the Service Information

    Boeing Alert Service Bulletin 747-53A2452, Revision 1, dated July 
16, 2012; and Boeing Alert Service Bulletin 747-53A2852, dated June 22, 
2012; specify to contact the manufacturer for instructions on how to 
repair certain conditions, but this proposed AD would require repairing 
those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by the Boeing Commercial 
Airplanes ODA whom we have authorized to make those findings.

Explanation of Compliance Time

    The compliance time for the installation specified in this proposed 
AD for addressing WFD was established to ensure that discrepant 
structure is replaced 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 67 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
----------------------------------------------------------------------------------------------------------------
Inspections specified in Boeing    Up to 884 work-                  $0  $75,140, per         $5,034,380, per
 Alert Service Bulletin             hours x $85 per                      inspection cycle.    inspection cycle.
 747[dash]53A2452, Revision 1,      hour = $75,140,
 dated July 16, 2012.               per inspection
                                    cycle.
Replacement specified in Boeing    Up to 696 work-               0 [1]  $59,160, per         $3,963,720, per
 Alert Service Bulletin             hours x $85 per                      replacement.         replacement.
 747[dash]53A2852, dated June 22,   hour = $59,160,
 2012.                              per replacement.
Post-replacement inspections       Up to 586 work-                   0  $49,810, per         $3,337,270, per
 specified in Boeing Alert          hours x $85 per                      inspection cycle.    inspection cycle.
 Service Bulletin                   hour = $49,810,
 747[dash]53A2852, dated June 22,   per inspection
 2012.                              cycle.
----------------------------------------------------------------------------------------------------------------
[1] We currently have no specific cost estimates associated with the parts necessary for the proposed
  replacement.

    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.

[[Page 60306]]

    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 adding the following new AD:

The Boeing Company: Docket No. FAA-2015-3983; Directorate Identifier 
2015-NM-141-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by November 20, 
2015.

(b) Affected ADs

    This AD affects AD 2005-20-29, Amendment 39-14326 (70 FR 59246, 
October 12, 2005).

(c) Applicability

    This AD applies to The Boeing Company Model 747-100, 747-100B, 
747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes; 
certificated in any category; as identified in Boeing Alert Service 
Bulletin 747-53A2852, dated June 22, 2012.

(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 the upper chords of the upper deck 
floor beams are subject to widespread fatigue damage (WFD). We are 
issuing this AD to detect and correct fatigue cracking of the upper 
chords of the upper deck floor beams. Undetected cracking could 
result in large deflection or deformation of the upper deck floor 
beams, resulting in damage to wire bundles and control cables for 
the flight control system, and reduced controllability of the 
airplane. Multiple adjacent severed floor beams could result in 
rapid decompression of the airplane.

(f) Compliance

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

(g) Repetitive Inspections of the Upper Chords of the Upper Deck Floor 
Beams

    At the applicable times specified in Tables 1 through 7 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2452, Revision 1, dated July 16, 2012, except as required by 
paragraph (l)(1) of this AD: Do the inspections specified in 
paragraphs (g)(1) and (g)(2) of this AD, and do all applicable 
related investigative and corrective actions, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2452, Revision 1, dated July 16, 2012, except as required by 
paragraph (l)(2) of this AD. Repeat the inspections specified in 
paragraphs (g)(1) and (g)(2) of this AD thereafter at the applicable 
times specified in Tables 1 through 7 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2452, 
Revision 1, dated July 16, 2012. Do all applicable related 
investigative and corrective actions before further flight. Doing 
the inspections required by paragraphs (g)(1) and (g)(2) of this AD 
terminates the inspections required by paragraphs (m) and (n) of AD 
2005-20-29, Amendment 39-14326 (70 FR 59246, October 12, 2005).
    (1) Do an open hole or surface high frequency eddy current 
(HFEC) inspection, as applicable, for cracks at the fastener holes 
of the floor panel attachment in the applicable areas and stations 
identified in Boeing Alert Service Bulletin 747-53A2452, Revision 1, 
dated July 16, 2012.
    (2) Do a surface HFEC inspection for cracks in the upper and 
lower chords of the upper deck floor beams at permanent fastener 
locations in the applicable areas and stations identified in Boeing 
Alert Service Bulletin 747-53A2452, Revision 1, dated July 16, 2012.

(h) Terminating Modification and Repair for the Inspection Specified in 
Paragraph (g)(1) of This AD

    A fastener hole modification or a fastener hole repair in Area 1 
or Area 2 as described in Boeing Alert Service Bulletin 747-53A2452, 
Revision 1, dated July 16, 2012, terminates the inspection of the 
fastener holes of the floor panel attachment required by paragraph 
(g)(1) of this AD for the repaired or modified area only, provided 
the modification and repair, including related investigative and 
corrective actions, are done in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision 
1, dated July 16, 2012, except as required by paragraph (l)(2) of 
this AD.

(i) Post Mod/Repair Repetitive Inspections

    (1) For airplanes on which any fastener hole modification or any 
fastener hole repair was done as specified in Boeing Alert Service 
Bulletin 747-53A2452: Except as required by paragraph (i)(2) of this 
AD, at the applicable times specified in Tables 8 and 9 of paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2452, 
Revision 1, dated July 16, 2012, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later, do an open 
hole or surface HFEC inspection, as applicable, for cracks in the 
repaired and modified areas, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision 
1, dated July 16, 2012. If any cracking is found, before further 
flight, repair using a method approved in accordance with the 
procedures specified in paragraph (o) of this AD. Repeat the 
applicable inspections thereafter at the times specified in Tables 8 
and 9 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 747-53A2452, Revision 1, dated July 16, 2012. Doing an 
inspection required by this paragraph terminates the inspections 
required by paragraph (p) of AD 2005-20-29, Amendment 39-14326 (70 
FR 59246, October 12, 2005).
    (2) For any repair #10 or repair #13 done as specified in Boeing 
Alert Service Bulletin 747-53A2452: Before further flight, do post-
repair inspections using a method approved in accordance with the 
procedures specified in paragraph (o) of this AD.

(j) Replacement of the Upper Chords of the Upper Deck Floor Beams 
(Includes Pre-Replacement Inspections)

    Replace the upper chords of the upper deck floor beams by doing 
the actions required by paragraphs (j)(1) and (j)(2) of this AD at 
the times specified in those paragraphs. Accomplishing the 
replacement required by this paragraph terminates the inspections 
required by paragraphs (g) and (i) of this AD.
    (1) Before the accumulation of 30,000 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later, do an open hole HFEC inspection for cracks 
at certain fastener locations in the floor beam webs and side of 
body frames, and do a detailed inspection for cracks of any removed 
part that will be re-installed, and do all applicable corrective 
actions, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2852, dated June 22, 2012, 
except as required by paragraph (l)(2) of this AD. Do all applicable 
corrective actions before further flight.
    (2) Before further flight after accomplishing the inspections 
required by paragraph (j)(1) of this AD, install new upper chords of 
the upper deck floor beams and reinforcing straps or angles, in 
accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2852, dated June 22, 2012, except as 
required by paragraph (l)(2) of this AD.

(k) Post-Replacement Repetitive Inspections

    For airplanes on which any replacement required by paragraph (j) 
or (k)(2)(ii) of this AD is done: At the applicable times specified 
in Tables 2 through 4 in paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service

[[Page 60307]]

Bulletin 747-53A2852, dated June 22, 2012, do HFEC inspections for 
cracks at the permanent fastener holes and the upper chords of the 
upper deck floor beams, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision 
1, dated July 16, 2012.
    (1) If any cracking is found during any inspection required by 
paragraph (k) or (k)(2)(i) of this AD, before further flight, repair 
using a method approved in accordance with the procedures specified 
in paragraph (o) of this AD.
    (2) If no cracking is found during any inspection required by 
the introductory text of paragraph (k) or (k)(2)(i) of this AD, do 
the actions required by paragraphs (k)(2)(i) and (k)(2)(ii) of this 
AD.
    (i) Repeat the inspections specified in paragraph (k) of this AD 
thereafter at the applicable times specified in Tables 8 and 9 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2452, Revision 1, dated July 16, 2012.
    (ii) Within 10,000 flight cycles after accomplishing the initial 
HFEC inspections required by paragraph (k) of this AD, replace the 
upper chords of the upper deck floor beams by doing the actions 
specified in paragraphs (j)(1) and (j)(2) of this AD.

(l) Exceptions to Service Information

    (1) Where Boeing Alert Service Bulletin 747-53A2452, Revision 1, 
dated July 16, 2012, specifies a compliance time ``after the 
Revision 1 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.
    (2) Where Boeing Alert Service Bulletin 747-53A2452, Revision 1, 
dated July 16, 2012; or Boeing Alert Service Bulletin 747-53A2852, 
dated June 22, 2012; specifies to contact Boeing for appropriate 
action: Before further flight, repair using a method approved in 
accordance with the procedures specified in paragraph (o) of this 
AD.

(m) Credit for Previous Actions

    This paragraph provides credit for the actions required by 
paragraphs (g), (h), and (i) of this AD, if those actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 747-53A2452, dated April 3, 2003, which was 
incorporated by reference in AD 2005-20-29, Amendment 39-14326 (70 
FR 59246, October 12, 2005).

(n) Special Flight Permit

    Special flight permits, as described in Section 21.197 and 
Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197 
and 21.199), are not allowed.

(o) 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 (p)(1) 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.

(p) Related Information

    (1) For more information about this AD, contact Roger Caldwell, 
Aerospace Engineer, Technical Operations Center, ANM-100D, FAA, 
Denver Aircraft Certification Office, 26805 East 68th Avenue, Room 
214, Denver, CO 80249; phone: 303-342-1086; fax: 303-342-1088; 
email: roger.caldwell@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 September 27, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-25272 Filed 10-5-15; 8:45 am]
BILLING CODE 4910-13-P