[Federal Register Volume 79, Number 103 (Thursday, May 29, 2014)]
[Proposed Rules]
[Pages 30756-30762]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-12479]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0289; Directorate Identifier 2013-NM-146-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) 2012-13-
08, which applies to certain The Boeing Company Model 747-100, 747-
100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series 
airplanes, without a stretched upper deck or stretched upper deck 
modification. AD 2012-13-08 currently requires repetitive inspections 
of tension ties and surrounding structure for cracking, additional 
inspections for certain airplanes, and related investigative and 
corrective actions if necessary. AD 2012-13-08 also currently requires 
modification of tension tie structure or tension tie and

[[Page 30757]]

frame structure at specified stations, a post-modification inspection 
of any modified area for cracking, repetitive inspections for cracking 
in the unmodified areas of the tension tie structure and frame 
structure at certain stations, and repair if necessary. Since we issued 
AD 2012-13-08, the manufacturer conducted a widespread fatigue damage 
analysis and determined that additional inspections are necessary. This 
proposed AD would add, for certain airplanes, surface high frequency 
eddy current (HFEC) inspections for cracking in unmodified center 
section tension ties, and repair if necessary; repetitive post-
modification eddy current inspections for cracking of modified and 
unmodified areas, and repair if necessary; a new modification 
(replacement) of tension tie and frame structures; and repetitive 
inspections of tension ties and surrounding structure for cracking, and 
related investigative and corrective actions if necessary. This 
proposed AD also reduces an inspection interval. We are proposing this 
AD to prevent tension ties from becoming severed or disconnected from 
the frames, which could lead to reduced structural integrity and sudden 
decompression of the airplane in flight.

DATES: We must receive comments on this proposed AD by July 14, 2014.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: 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-
0289; 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: Nathan Weigand, Aerospace Engineer, 
Airframe Branch, ANM-120S, Seattle Aircraft Certification Office (ACO), 
FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6428; 
fax: 425-917-6590; email: [email protected].

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-2014-0289; 
Directorate Identifier 2013-NM-146-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, 2012, we issued AD 2012-13-08, Amendment 39-17110 (77 
FR 40481, July 10, 2012), for certain The Boeing Company Model 747-100, 
747-100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP 
series airplanes, without a stretched upper deck or stretched upper 
deck modification. AD 2012-13-08 supersedes AD 2006-01-07, Amendment 
39-14446 (71 FR 1947, January 12, 2006), and requires repetitive 
inspections for cracking in the tension ties and the surrounding 
structure, and related investigative and corrective actions if 
necessary. AD 2012-13-08 also requires, for certain airplanes, 
modifying the tension tie structure or tension tie and frame structure 
at certain stations; a post-modification inspection of the modified 
area; and post-modification repetitive inspections of the unmodified 
area and repair if necessary. AD 2012-13-08 also requires, for certain 
airplanes, additional inspections. AD 2012-13-08 resulted from reports 
that certain airplanes have tension ties that are susceptible to 
widespread fatigue damage, reports of cracks on the forward and aft 
tension tie channels at station (STA) 740 and STA 760, and a 
determination that initial inspection intervals required by AD 2006-01-
07 needed to be reduced. We issued AD 2012-13-08 to prevent tension 
ties from becoming severed or disconnected from the frames, which could 
lead to rapid in-flight decompression.

Widespread Fatigue Damage

    Structural fatigue damage is progressive. It begins as minute 
cracks, and those cracks grow under the action of repeated stresses. 
This can happen because of normal operational conditions and design 
attributes, or because of isolated situations or incidents such as 
material defects, poor fabrication quality, or corrosion pits, dings, 
or scratches. Fatigue damage can occur locally, in small areas or 
structural design details, or globally. Global fatigue damage is 
general degradation of large areas of structure with similar structural 
details and stress levels. Multiple-site damage is global damage that 
occurs in a large structural element such as a single rivet line of a 
lap splice joining two large skin panels. Global damage can also occur 
in multiple elements such as adjacent frames or stringers. Multiple-
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 design 
approval holders (DAHs)

[[Page 30758]]

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 final 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.
    Tension ties have been determined to be structure that is 
susceptible to WFD. WFD can cause tension ties to become severed or 
disconnected from the frames. Severed or disconnected tension ties or 
frames at multiple locations could result in reduced structural 
integrity and sudden decompression of the airplane in flight.

Actions Since AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 
2012) Was Issued

    Since we issued AD 2012-13-08, Amendment 39-17110 (77 FR 40481, 
July 10, 2012), Boeing conducted the WFD analysis and determined that 
additional inspections are needed, the interval for the repetitive 
inspections for cracking in the unmodified areas of the tension tie 
structure and frame structure should be reduced, and, for certain 
airplanes, a new modification of tension tie and frame structures is 
necessary. The additional inspections include surface HFEC inspections 
for cracking in unmodified center section tension ties, and repetitive 
post-modification eddy current inspections for cracking in modified and 
unmodified areas.

Relevant Service Information

    We reviewed Boeing Alert Service Bulletin 747-53A2605, Revision 3, 
dated July 10, 2013. For information on the procedures and compliance 
times, see this service information at http://www.regulations.gov by 
searching for Docket No. FAA-2014-0289.

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 completely restate the 
requirements of AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 
10, 2012), this proposed AD would retain certain requirements of AD 
2012-13-08 in paragraphs (g), (h), and (i) of this proposed AD. Actions 
specified in Boeing Alert Service Bulletin 747-53A2605, Revision 1, 
dated May 27, 2010, that are required by AD 2012-13-08 are not restated 
but are retained in paragraphs (j) and (k) of this proposed AD.
    This proposed AD would also require, for certain airplanes, surface 
HFEC inspections for cracking in unmodified center section tension 
ties, and repair if necessary. In addition, this proposed AD would 
require, for certain airplanes, repetitive post-modification eddy 
current inspections for cracking of modified and unmodified areas and 
repair if necessary. Furthermore, this proposed AD would also require, 
for certain airplanes, a new modification of tension tie and frame 
structures, and repetitive inspections of tension ties and surrounding 
structure for cracking, and related investigative and corrective 
actions if necessary. This proposed AD would also reduce the interval 
for the repetitive inspections for cracking in the unmodified areas of 
the tension tie structure and frame structure.
    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 action, 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.

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.

Differences Between This Proposed AD and the Service Information

    The service information 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 Commercial 
Airplanes Organization Designation Authorization (ODA) whom we have 
authorized to make those findings.

Concurrent Actions

    This proposed AD would require that certain actions be done 
concurrently. Table 1 in Paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013, 
specifies to concurrently do the tension tie and frame modification and 
surface HFEC inspection for cracks in the tension tie center sections: 
Therefore, paragraph (j) of this proposed AD would require that the 
HFEC inspections be done concurrently with the tension tie and frame 
modification.

Costs of Compliance

    We estimate that this proposed AD affects 86 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

[[Page 30759]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                   Labor cost          Parts cost       Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection (retained from AD      8 work-hours per    $0................  Between $5,440 and  Between $467,840
 2012-13-08, Amendment 39-17110    tension tie                             $8,160 per          and $701,760 per
 (77 FR 40481, July 10, 2012)).    location, between                       inspection cycle.   inspection cycle.
                                   8 and 12 tension
                                   tie locations per
                                   airplane,
                                   depending on
                                   airplane
                                   configuration x
                                   $85 per hour =
                                   between $5,440
                                   and $8,160.
One-time inspection for Group 2   6 work-hours x $85  None..............  $510..............  $43,860.
 airplanes, (retained from AD      per hour = $510.
 2012-13-08, Amendment 39-17110
 (77 FR 40481, July 10, 2012)).
Modification (retained from AD    Between 24 and 130  Between $18,657     Between $20,697     Between $1,779,942
 2012-13-08, Amendment 39-17110    work-hours,         and $658,423.       and $669,473.       and $57,574,678.
 (77 FR 40481, July 10, 2012)).    depending on
                                   station location
                                   x $85 per hour =
                                   between $2,040
                                   and 11,050.
Inspection for unmodified area    2 per tension tie   None..............  Between $1,360 and  Between $116,960
 (retained from AD 2012-13-08,     location, between                       $2,040, per         and $175,440.
 Amendment 39-17110 (77 FR         8 and 12 tension                        inspection cycle.
 40481, July 10, 2012)).           tie locations per
                                   airplane,
                                   depending on
                                   airplane
                                   configuration x
                                   $85 per hour =
                                   between $1,360
                                   and $2,040.
Inspection for modified area      2 per tension tie   None..............  Between $1,360 and  Between $116,960
 (retained from AD 2012-13-08,     location, between                       $2,040.             and $175,440.
 Amendment 39-17110 (77 FR         8 and 12 tension
 40481, July 10, 2012)).           tie locations per
                                   airplane,
                                   depending on
                                   airplane
                                   configuration x
                                   $85 per hour =
                                   between $1,360
                                   and $2,040.
Modification [new proposed        Up to 387 work-     Up to $658,423....  Up to $691,318....  Up to $691,318.
 action] (1 U.S.-registered        hours, depending
 airplane).                        on station
                                   location x $85
                                   per hour = up to
                                   $32,895.
Post-modification eddy current    18 work-hours x     None..............  $1,530 for each     $131,580 for each
 inspection of all areas [new      $85 per hour =                          tension tie, per    tension tie, per
 proposed action].                 $1,530 for each                         inspection cycle.   inspection cycle.
                                   tension tie.
Surface high frequency eddy       Up to120 work-      None..............  Up to $10,200.....  Up to $877,200.
 current inspection of             hours, depending
 unmodified tension tie center     on airplane
 sections [new proposed action].   configuration x
                                   $85 per hour = Up
                                   to $10,200.
----------------------------------------------------------------------------------------------------------------

    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. Amend Sec.  39.13 by removing Airworthiness Directive (AD) 2012-13-
08, Amendment 39-17110 (77 FR 40484), and adding the following new AD:

The Boeing Company: Docket No. FAA-2014-0289; Directorate Identifier 
2013-NM-146-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by July 14, 
2014.

(b) Affected ADs

    This AD supersedes AD 2012-13-08, Amendment 39-17110 (77 FR 
40481, July 10, 2012).

[[Page 30760]]

(c) Applicability

    This AD applies to The Boeing Company Model 747-100, 747-100B, 
747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series 
airplanes, certificated in any category, as identified in Boeing 
Alert Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by an analysis by the manufacturer 
indicating that tension ties are susceptible to widespread fatigue 
damage. The actions were developed to support the airplane's limit 
of validity of the engineering data that support the established 
structural maintenance program. We are issuing this AD to prevent 
tension ties from becoming severed or disconnected from the frames, 
which could lead to reduced structural integrity and sudden 
decompression of the airplane in flight.

(f) Compliance

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

(g) Retained Actions for Certain Airplanes

    This paragraph restates the requirements of paragraph (g) of AD 
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012). For 
Group 1, and Groups 3 through 6 airplanes identified in Boeing 
Special Attention Service Bulletin 747-53-2502, dated April 21, 
2005: At the applicable time in paragraph (g)(1) or (g)(2) of this 
AD, do detailed and high-frequency eddy current (HFEC) inspections 
for cracking of each affected tension tie and of the surrounding 
structure. If any cracking is found: Before further flight, do all 
applicable corrective and related investigative actions. Do all 
actions in accordance with the Accomplishment Instructions of Boeing 
Special Attention Service Bulletin 747-53-2502, dated April 21, 
2005; or Boeing Alert Service Bulletin 747-53A2502, Revision 1, 
dated June 17, 2010. Where Boeing Special Attention Service Bulletin 
747-53-2502, dated April 21, 2005; or Boeing Alert Service Bulletin 
747-53A2502, Revision 1, dated June 17, 2010; specifies to contact 
Boeing for repair instructions: Before further flight, repair the 
area using a method approved in accordance with the procedures 
specified in paragraph (n) of this AD. As of August 14, 2012 (the 
effective date of AD 2012-13-08), only Boeing Alert Service Bulletin 
747-53A2502, Revision 1, dated June 17, 2010, may be used to 
accomplish the actions required in this paragraph.
    (1) For airplanes identified in Boeing Special Attention Service 
Bulletin 747-53-2502, dated April 21, 2005, as Groups 1, 3, and 6 
airplanes: Do the first inspections before the accumulation of 
20,000 total flight cycles, or within 1,000 flight cycles after 
February 16, 2006 (the effective date of AD 2006-01-07, Amendment 
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later; 
and repeat the inspections thereafter at intervals not to exceed 
4,000 flight cycles until the modification required by paragraph (j) 
of this AD is accomplished.
    (2) For airplanes identified in Boeing Special Attention Service 
Bulletin 747-53-2502, dated April 21, 2005, as Groups 4 and 5 
airplanes: Do the first inspections before the accumulation of 
17,000 total flight cycles, or within 1,000 flight cycles after 
February 16, 2006 (the effective date of AD 2006-01-07, Amendment 
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later; 
and repeat the inspections thereafter at intervals not to exceed 
3,000 flight cycles until the modification required by paragraph (j) 
of this AD is accomplished.

(h) Retained Inspections for Group 2 Airplanes

    This paragraph restates the requirements of paragraph (h) of 
2012-13-08, Amendment 39-117110 (77 FR 40481, July 10, 2012). For 
Group 2 airplanes identified in Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010: At the applicable times 
specified in paragraphs (h)(1) and (h)(2) of this AD, do detailed 
and HFEC inspections for cracking of each affected tension tie and 
of the surrounding structure, in accordance with the Accomplishment 
Instructions of Boeing Special Attention Service Bulletin 747-53-
2502, dated April 21, 2005; or Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010. If any cracking is found: 
Before further flight, do all applicable corrective and related 
investigative actions. Do all actions in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 747-53-2502, dated April 21, 2005; or Boeing Alert Service 
Bulletin 747-53A2502, Revision 1, dated June 17, 2010. Where Boeing 
Special Attention Service Bulletin 747-53-2502, dated April 21, 
2005; or Boeing Alert Service Bulletin 747-53A2502, Revision 1, 
dated June 17, 2010; specify to contact Boeing for repair 
instructions: Before further flight, repair the area using a method 
approved in accordance with the procedures specified in paragraph 
(n) of this AD. As of August 14, 2012 (the effective date of AD 
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012)), only 
Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated June 
17, 2010, may be used to accomplish the actions required by this 
paragraph. Repeat the inspections thereafter at intervals not to 
exceed 3,000 flight cycles until the modification required by 
paragraph (j) of this AD is accomplished.
    (1) For stations (STA) 780 through 940: Before the accumulation 
of 17,000 total flight cycles, or within 1,000 flight cycles after 
February 16, 2006 (the effective date of AD 2006-01-07, Amendment 
39-14446 (71 FR 1947, January 12, 2006)), whichever occurs later.
    (2) For STA 720, 740, and 760: At the earlier of the times 
specified in paragraph (h)(2)(i) or (h)(2)(ii) of this AD.
    (i) Before the accumulation of 17,000 total flight cycles, or 
within 1,000 flight cycles after February 16, 2006 (the effective 
date of AD 2006-01-07, Amendment 39-14446 (71 FR 1947, January 12, 
2006)), whichever occurs later.
    (ii) Before the accumulation of 8,000 total flight cycles, or 
within 1,000 flight cycles after August 14, 2012 (the effective date 
of this AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 
2012)), whichever occurs later.

(i) Retained One-Time Inspection for Group 2 Airplanes

    This paragraph restates the requirements of paragraph (i) of AD 
2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012). For 
airplanes identified in Boeing Alert Service Bulletin 747-53A2502, 
Revision 1, dated June 17, 2010, as Group 2 airplanes: Before the 
accumulation of 8,000 total flight cycles, or within 1,000 flight 
cycles after August 14, 2012 (the effective date of AD 2012-13-08), 
whichever occurs later, do a general visual inspection for correct 
configuration, as identified in Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010, of each affected tension 
tie and of the surrounding structure, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010.
    (1) If all tension ties match the correct configurations 
specified in the Accomplishment Instructions of Boeing Alert Service 
Bulletin 747-53A2502, Revision 1, dated June 17, 2010, no further 
work is required by this paragraph.
    (2) If any incorrect configuration is found, before further 
flight, do detailed and open fastener-hole HFEC inspections for 
cracking in the tension tie and frame, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010.
    (i) If no crack is found during the inspections required by 
paragraph (i)(2) of this AD: Before further flight, install the 
correct configuration for the tension ties at locations where the 
incorrect configuration was found, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2502, Revision 1, dated June 17, 2010; except where Boeing Alert 
Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010, 
specifies to contact Boeing for installation instructions, use a 
method approved in accordance with the procedures specified in 
paragraph (n) of this AD.
    (ii) If any crack is found during the inspections required by 
paragraph (i)(2) of this AD, before further flight, do the actions 
specified in paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of this AD.
    (A) Repair the crack in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2502, Revision 
1, dated June 17, 2010; except where Boeing Alert Service Bulletin 
747-53A2502, Revision 1, dated June 17, 2010, specifies to contact 
Boeing for appropriate action, before further flight, repair the 
crack using a method approved in accordance with the procedures 
specified in paragraph (n) of this AD.
    (B) Install the correct configuration for the tension ties at 
locations where the incorrect configuration was found, in accordance 
with the Accomplishment Instructions of Boeing Alert Service 
Bulletin 747-53A2502, Revision 1, dated June 17, 2010; except

[[Page 30761]]

where Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated 
June 17, 2010, specifies to contact Boeing for installation 
instructions, use a method approved in accordance with the 
procedures specified in paragraph (n) of this AD.

(j) New Tension Tie and Frame Modification and Inspections

    (1) For Groups 1 through 16, Configuration 1, airplanes 
identified in Boeing Alert Service Bulletin 747-53A2605, Revision 3, 
dated July 10, 2013: At the applicable compliance time specified in 
table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 747-53A2605, Revision 3, dated July 10, 2013, except as 
required by paragraph (l)(1) of this AD, do tension tie and frame 
modifications, in accordance with Part 1, and surface HFEC 
inspections for cracks, in accordance with Part 4 of the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2605, Revision 3, dated July 10, 2013. Accomplishment of these 
modifications terminates the repetitive inspections required by 
paragraphs (g) and (h) of this AD. If any crack is found, before 
further flight, repair the crack using a method approved in 
accordance with the procedures specified in paragraph (n) of this 
AD.
    (2) For Groups 17 and 18 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At 
the applicable time specified in table 6 or table 7, as applicable, 
of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2605, Revision 3, dated July 10, 2013, do a tension tie and 
frame modification (replacement of tension ties and frame 
structure), in accordance with Part 5 or Part 6, as applicable, of 
the Accomplishment Instructions of Boeing Alert Service Bulletin 
747-53A2605, Revision 3, dated July 10, 2013. Accomplishment of 
these modifications terminates the repetitive inspections required 
by paragraph (g) of this AD.

(k) New Repetitive Post-Modification Detailed Inspections of Unmodified 
Areas, Repetitive Post-Modification HFEC Inspections of Modified and 
Unmodified Areas

    (1) For Groups 1 through 16 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At 
the applicable time specified in table 2 or 3 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605, 
Revision 3, dated July 10, 2013, do a detailed inspection for 
cracking in the unmodified areas of the tension ties, in accordance 
with Part 2 of the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013. 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 detailed inspection thereafter at the 
applicable time specified in table 2 or 3 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605, 
Revision 3, dated July 10, 2013.
    (2) For Groups 1 through 16 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At 
the applicable time specified in table 4 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605, 
Revision 3, dated July 10, 2013, do eddy current inspections for 
cracking in all areas of the tension ties (modified and unmodified), 
in accordance with Part 3 of the Accomplishment Instructions of 
Boeing Alert Service Bulletin 747-53A2605, Revision 3, dated July 
10, 2013. 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 eddy current inspections 
thereafter at the time specified in table 4 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605, 
Revision 3, dated July 10, 2013.
    (3) For Groups 1 through 16, Configuration 2, airplanes 
identified in Boeing Alert Service Bulletin 747-53A2605, Revision 3, 
dated July 10, 2013: At the applicable time specified in table 5 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
747-53A2605, Revision 3, dated July 10, 2013, except as provided by 
paragraph (l)(1) of this AD, do surface HFEC inspections for 
cracking in the unmodified tension tie center sections, in 
accordance with Part 4 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013. 
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. If no cracking is found, no further action 
is required until the repetitive inspections required by paragraphs 
(k)(1) and (k)(2) begin.
    (4) For Groups 17 and 18 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: At 
the applicable time specified in table 6 or 7 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2605, 
Revision 3, dated July 10, 2013, do detailed and HFEC inspections of 
the modified tension tie and frame structure for cracking, in 
accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2502, Revision 1, dated June 17, 2010. 
Except as required by paragraph (l)(4) of this AD, 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 detailed and HFEC inspections thereafter at the times 
specified in table 6 or table 7, as applicable, of Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013.

(l) Service Information Clarifications and Exceptions

    (1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013, 
specifies a compliance time ``after the revision 3 date of this 
service bulletin,'' this AD requires compliance within the specified 
time after the effective date of this AD.
    (2) Where Boeing Alert Service Bulletin 747-53A2605, Revision 3, 
dated July 10, 2013, specifies to contact Boeing for repair 
instructions, this AD requires repair before further flight using a 
method approved in accordance with the procedures specified in 
paragraph (n) of this AD.
    (3) Boeing Alert Service Bulletin 747-53A2605, Revision 3, dated 
July 10, 2013, refers to Section 51-10-02 of the Boeing 747-400F 
Structural Repair Manual (SRM) and Section 51-10-01 of the Boeing 
747-100/200/300 SRM as additional sources of guidance for removing 
small cracks and fatigue damage material from the existing holes in 
the unmodified center section of the tension tie channels. Where 
those SRM sections state that ``zero-timing must only be used where 
specifically permitted in an SRM chapter-section-repair,'' this AD 
allows the zero-timing procedures specified in those SRM sections.
    (4) Where Boeing Alert Service Bulletin 747-53A2605, Revision 3, 
dated July 10, 2013, specifies to contact Boeing for repair 
instructions, this AD requires repair before further flight using a 
method approved in accordance with the procedures specified in 
paragraph (n) of this AD.

(m) Credit for Previous Actions

    (1) This paragraph restates the credit provided in paragraph (m) 
of AD 2012-13-08, Amendment 39-17110 (77 FR 40481, July 10, 2012). 
This paragraph provides credit for the actions required by 
paragraphs (j)(1) and (k)(1) of this AD, if those actions were 
performed before August 14, 2012 (the effective date of AD 2012-13-
08) using Boeing Alert Service Bulletin 747-53A2605, dated December 
8, 2009, which was incorporated by reference in AD 2012-13-08.
    (2) For Groups 1 through 16 airplanes identified in Boeing Alert 
Service Bulletin 747-53A2605, Revision 3, dated July 10, 2013: This 
paragraph provides credit for the actions required by paragraphs 
(j)(1) and (k)(1) of this AD, if those actions were performed before 
the effective date of this AD using Boeing Alert Service Bulletin 
747-53A2605, Revision 2, dated December 9, 2011, 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: [email protected].
    (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

[[Page 30762]]

to make those findings. For a repair method to be approved, the 
repair must meet the certification basis of the airplane.
    (4) AMOCs approved for inspections required by AD 2012-13-08 (77 
FR 40481, July 10, 2012) are approved as AMOCs for the corresponding 
inspection provisions of paragraphs (g), (h), and (i) of this AD.
    (5) AMOCs approved for AD 2012-13-08 (77 FR 40481, July 10, 
2012) that granted modification deviations are approved as AMOCs for 
the corresponding modification required by paragraph (j)(1) of this 
AD.

(o) Related Information

    (1) For more information about this AD, contact Nathan Weigand, 
Aerospace Engineer, Airframe Branch, ANM-120S, Seattle Aircraft 
Certification Office (ACO), FAA, 1601 Lind Avenue SW., Renton, WA 
98057-3356; phone: 425-917-6428; fax: 425-917-6590; email: 
[email protected].
    (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 May 16, 2014.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-12479 Filed 5-28-14; 8:45 am]
BILLING CODE 4910-13-P