AD 2012-15-13

[Federal Register Volume 77, Number 153 (Wednesday, August 8, 2012)]
[Rules and Regulations]
[Pages 47267-47273]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2012-18627]



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Federal Register / Vol. 77, No. 153 / Wednesday, August 8, 2012 / 
Rules and Regulations

[[Page 47267]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-0607; Directorate Identifier 2009-NM-024-AD; 
Amendment 39-17142; AD 2012-15-13]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are superseding an existing airworthiness directive (AD) 
for all Model 747-100B SUD, 747-300, 747-400, and 747-400D series 
airplanes; and Model 747-200B series airplanes having a stretched upper 
deck. The existing AD currently requires repetitively inspecting for 
cracking or discrepancies of the fasteners in the tension ties, shear 
webs, and frames at body stations 1120 through 1220; and related 
investigative and corrective actions if necessary. That AD requires 
modifying the frame-to-tension-tie joints at body stations 1120 through 
1220 (including related investigative actions and corrective actions if 
necessary), which provides a terminating action for the repetitive 
inspections. That AD also requires new repetitive inspections after the 
modification, corrective actions if necessary, and additional 
modification requirements at a specified time after the first 
modification. That AD also removed certain airplanes from the 
applicability. That AD was prompted by reports of cracked and severed 
tension ties, broken fasteners, and cracks in the frame, shear web, and 
shear ties adjacent to tension ties for the upper deck. This AD revises 
the existing AD by adding repetitive open hole high frequency eddy 
current (HFEC) inspections for cracking in the forward and aft tension 
tie channels, and repair if necessary. For certain airplanes, this AD 
also requires a one-time angle inspection to determine if the angle is 
installed correctly, and re-installation if necessary; and a one-time 
open hole HFEC inspection at the fastener locations where the tension 
tie previously attached to the frame prior to certain modifications, 
and repair if necessary. This AD also, for the Stage 2 inspections, 
reduces the initial compliance times for those inspections. We are 
issuing this AD to detect and correct cracking of the tension ties, 
shear webs, and frames of the upper deck, which could result in rapid 
decompression and reduced structural integrity of the airplane.

DATES: This AD is effective September 12, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of September 12, 
2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in this AD as of 
November 28, 2007 (72 FR 65655, November 23, 2007).

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, P. 
O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, Washington. 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a>; 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 AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Nathan Weigand, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425) 
917-6428; fax (425) 917-6590; email: <a href="/cdn-cgi/l/email-protection#d8b6b9acb0b9b6f6a8f6afbdb1bfb9b6bc98beb9b9f6bfb7ae"><span class="__cf_email__" data-cfemail="026c63766a636c2c722c75676b65636c66426463632c656d74">[email&#160;protected]</span></a>.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a supplemental notice of proposed rulemaking (SNPRM) to 
amend 14 CFR part 39 to supersede AD 2007-23-18, Amendment 39-15266 (72 
FR 65655, November 23, 2007). The SNPRM published in the Federal 
Register on February 2, 2012 (77 FR 5195). The SNPRM applied to all 
Boeing Model 747-100B SUD, 747-300, 747-400, and 747-400D series 
airplanes; and Model 747-200B series airplanes having a stretched upper 
deck. The original NPRM (74 FR 33377, July 13, 2009) proposed to 
supersede an existing AD that currently requires repetitively 
inspecting for cracking or discrepancies of the fasteners in the 
tension ties, shear webs, and frames at body stations 1120 through 
1220; and related investigative and corrective actions if necessary. 
The original NPRM proposed to require modifying the frame-to-tension-
tie joints at body stations (STA) 1120 through 1220 (including related 
investigative actions and corrective actions if necessary), which would 
provide a terminating action for the repetitive inspections. The 
original NPRM also proposed to require new repetitive inspections after 
the modification, corrective actions if necessary, and additional 
modification requirements at a specified time after the first 
modification. The original NPRM also proposed to remove certain 
airplanes from the applicability. The SNPRM proposed to add repetitive 
open hole high frequency eddy current (HFEC) inspections for cracking 
in the forward and aft tension tie channels, and repair if necessary. 
For certain airplanes, the SNPRM also proposed to require a one-time 
angle inspection to determine if the angle is installed correctly, and 
re-installation if necessary; and a one-time open-hole HFEC inspection 
at the fastener locations where the tension tie previously attached to 
the frame prior to certain modifications, and repair if

[[Page 47268]]

necessary. The SNPRM also, for the Stage 2 inspections, proposed to 
reduce the initial compliance times for those inspections.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the SNPRM (77 
FR 5195, February 2, 2012) and the FAA's response to each comment.

Requests To Include Related Rulemaking

    Boeing asked that we include AD 2007-16-19, Amendment 39-15158 (72 
FR 45151, August 13, 2007), in the SNPRM (77 FR 5195, February 2, 2012) 
as related rulemaking. Boeing stated that AD 2007-23-18, Amendment 39-
15266 (72 FR 65655, November 23, 2007), is identified as being 
superseded by the actions proposed in the SNRPM, as specified in 
paragraph (b) of the SNPRM (titled ``Affected ADs''). Boeing noted that 
AD 2007-16-19 is also affected by those actions. Boeing added that AD 
2007-16-19 has inspection requirements at the affected tension tie 
locations, and doing the modification in paragraph (m) of the SNPRM 
also ends the inspections required by AD 2007-16-19 for the modified 
locations. Boeing asked that we change paragraph (b) of the SNPRM to 
specify that the AD may modify the compliance requirements in AD 2007-
16-19.
    Boeing also asked that we change paragraph (m) of the SNPRM (77 FR 
5195, February 2, 2012) because the modification identified in Boeing 
Service Bulletin 747-53A2559, Revision 1, dated August 4, 2011, 
eliminates the need for the inspection requirements in paragraphs (g), 
(j), (p), and (q) of AD 2007-16-19, Amendment 39-15158 (72 FR 45151, 
August 13, 2007). Boeing stated that the corresponding requirements, 
for body stations 1120 through 1220 only, terminate the inspections 
required by AD 2007-16-19, and all requirements for body stations 880 
through 1100 still apply.
    We acknowledge the commenter's requests and agree that AD 2007-16-
19, Amendment 39-15158 (72 FR 45151, August 13, 2007), is affected by 
certain actions in the SNPRM (77 FR 5195, February 2, 2012). However, 
when Boeing Service Bulletin 747-53A2559, Revision 1, dated August 4, 
2011, was issued it contained an alternative method of compliance 
(AMOC) approval for certain actions in AD 2007-16-19 for the tension 
tie locations that were modified using Boeing Service Bulletin 747-
53A2559, Revision 1, dated August 4, 2011. AD 2007-16-19 also mandated 
inspections for tension ties between body stations 880 and 1100, which 
are not included in Boeing Service Bulletin 747-53A2559, Revision 1, 
dated August 4, 2011. We do not agree to include AD 2007-16-19 in the 
affected ADs section identified in paragraph (b) of this AD because 
paragraph (b) of this AD identifies ADs that are superseded, and we are 
not superseding that AD. In addition, we have not changed paragraph (m) 
of the SNPRM--(paragraph (p) of this AD) because the inspections of 
tension ties between body stations 880 and 1100 required by AD 2007-16-
19 are not related to this AD. We have made no change to the AD in this 
regard.

Requests To Change or Add AMOC Language

    Boeing asked that we change paragraph (n) of the SNPRM (77 FR 5195, 
February 2, 2012) to add a provision for airplanes that were modified 
per Boeing Drawing 144U0061, including any deviations during the 
modification and post-modification inspections that were previously 
approved as an AMOC to AD 2007-23-18, Amendment 39-15266 (72 FR 65655, 
November 23, 2007). The provision should specify that those actions are 
acceptable for compliance with the corresponding actions in the SNPRM.
    We acknowledge and agree with the commenter's request. We have 
added a new paragraph (r)(5) to this AD to allow AMOCs approved 
previously in accordance with AD 2007-23-18, Amendment 39-15266 (72 FR 
65655, November 23, 2007), as a terminating action, to be approved as 
AMOCs for the requirements of paragraph (p) of this AD.
    Boeing also asked that we change paragraph (s)(3) of the SNPRM (77 
FR 5195, February 2, 2012) to provide direction for obtaining an AMOC 
for any deviations that occur when doing the modification specified in 
Boeing Service Bulletin 747-53A2559, Revision 1, dated August 4, 2011.
    We acknowledge the commenter's request; however, the reference to 
the Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) specified in paragraph (s)(3) of this AD is our standard 
language. After the AD is published, we may empower certain authorized 
representatives of the Boeing ODA to approve AMOCs to deviations during 
the modification. We have made no change to the AD in this regard.
    Boeing asked that we change paragraph (s)(4) of the SNPRM (77 FR 
5195, February 2, 2012) to also refer to paragraph (j) of the AD, in 
addition to the paragraphs identified as corresponding requirements for 
AMOCs previously approved in accordance with AD 2007-23-18, Amendment 
39-15266 (72 FR 65655, November 23, 2007). Boeing stated that paragraph 
(j) also contains inspection requirements, and previously accomplished 
repairs can be considered AMOCs for this paragraph.
    We agree with the commenter's request for the reason provided. We 
have added a reference to paragraph (j) of the AD to the AMOC language 
specified in paragraph (r)(4) of this AD.

Request To Include Credit for Supplemental Structural Inspection 
Document (SSID) Inspections Done per Boeing Alert Service Bulletin 747-
53A2507

    Boeing asked that we change paragraph (b) of the SNPRM (77 FR 5195, 
February 2, 2012) to include credit for related SSID inspections. 
Boeing stated that AD 2007-23-18, Amendment 39-15266 (72 FR 65655, 
November 23, 2007), included language specifying that inspections done 
per Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated 
January 14, 2010, meet the requirements of the SSID inspections in 
structurally significant item (SSI) F-19A.
    We agree that the subject SSID inspections are related to this AD. 
When Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated 
January 14, 2010; and Boeing Service Bulletin 747-53A2559, Revision 1, 
dated August 4, 2011; were issued, they contained AMOCs to those SSID 
inspections. Therefore, those inspections do meet the requirements of 
the SSID inspections in structurally significant item (SSI) F-19A, 
except as defined in those AMOCs. However, we do not agree to revise 
paragraph (b) of this AD as that paragraph only identifies ADs that are 
superseded. We have made no change to the AD in this regard.

Request To Change Reporting Requirement

    Boeing asked that we change the reporting requirement in paragraph 
(l) of the SNPRM (77 FR 5195, February 2, 2012). Boeing stated that the 
supplemental structural inspections (SSIs) in the SSID are replaced by 
Stage 1, Stage 2, and post-modification inspections in the SSID. Boeing 
added that reporting findings from these three inspections is necessary 
to maintain the fleet monitoring aspects of the SSI program. Boeing 
asked that paragraph (l) of the SNPRM be changed to add all three 
inspections to the reporting

[[Page 47269]]

requirements in lieu of just the Stage 1 inspection currently 
identified.
    We acknowledge the commenter's request and agree that reporting is 
necessary for maintaining the fleet monitoring aspect of the SSI 
program. However, maintaining the fleet monitoring of the SSI program 
is not what the requirements in this AD were meant to do. We have 
evaluated the need for continued reporting, as required by paragraph 
(l) of this AD, and have determined that it is no longer necessary. 
Therefore, we have removed paragraph (l) from this AD and reidentified 
subsequent paragraphs accordingly.

Requests To Change Certain Compliance Times

    British Airways asked that we change the compliance time in 
paragraphs (p) and (q) of the SNPRM (77 FR 5195, February 2, 2012) to 
match the compliance time for the Stage 2 inspections. British Airways 
stated that this would reduce further disruption to the operator's 
heavy maintenance program.
    UPS asked that the compliance time specified in paragraph (m)(1) of 
the SNPRM (77 FR 5195, February 2, 2012) be changed for the Boeing 
Special Freighter (BSF) and the Boeing Converted Freighter (BCF). UPS 
stated that since the modifications to the BSF and BCF configurations 
were done after original production, the compliance times in that 
paragraph are not appropriate for the replaced structure. UPS added 
that the remaining locations (stations 1140, 1180, and 1220) are not 
adjacent to each other. UPS believes that the risk of widespread 
fatigue damage has been greatly reduced at those locations. UPS stated 
that for airplanes that have been modified to the BSF or BCF 
configuration, the compliance time threshold should take into account 
the replaced structure.
    We do not agree with the commenters' requests. In developing an 
appropriate compliance time for this action, we considered the urgency 
associated with the subject unsafe condition and the practical aspect 
of accomplishing the required actions within a period of time that 
corresponds to the normal scheduled maintenance for most affected 
operators. Further, we considered and agree with the compliance time 
recommended by the manufacturer in Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010. In addition, UPS provided 
no technical justification for changing the compliance time for the BSF 
and BCF airplanes. However, under the provisions of paragraph (r) of 
this AD, we will consider requests for approval of changing the 
compliance time if sufficient data are submitted to substantiate that 
the new compliance time would provide an acceptable level of safety. We 
have not changed the AD in this regard.
    British Airways also asked that the modification threshold be 
increased from 17,000 total flight cycles to 20,000 total flight 
cycles. British Airways stated that an increased threshold would align 
with the Model 747-400 design service goal and the SSID inspection 
threshold of 20,000 total flight cycles.
    We do not agree with the commenter's request. This request was 
already addressed in the comments section of the SNPRM (77 FR 5195, 
February 2, 2012) under ``Request to Extend the Modification Compliance 
Time.'' As stated in the SNPRM:

    Since the issuance of Boeing Alert Service Bulletin 747-53A2507, 
dated April 21, 2005, further cracking in the fleet has occurred 
resulting in thresholds being further reduced in Boeing Alert 
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010. 
The modification threshold and new inspection threshold are 
appropriate given the quantity and nature of cracks found on Model 
747 airplanes, which are based on extensive analysis. Due in part to 
the reporting requirement of AD 2007-23-18, Amendment 39-15266 (72 
FR 65655, November 23, 2007) the manufacturer received a significant 
number of inspection findings. The findings include numerous cases 
of single or dual tension tie failure and one airplane with three 
adjacent severed tension ties. Because the findings constituted 
multiple site damage, a damage tolerance analysis alone was no 
longer appropriate. Rather, a widespread fatigue damage analysis had 
to be employed to properly analyze the risk of cracked and severed 
tension ties, and to set inspection and modification thresholds 
appropriately. The manufacturer performed widespread fatigue 
analysis and the FAA accepted its findings.
    The analysis, combined with the empirical data, supported an 
inspection threshold of 10,000 total flight cycles, as reflected in 
Revision 1 of the Stage 2 inspection, and a modification threshold 
of 17,000 total flight cycles.
    Therefore, based upon crack reports received, material analysis 
completed, and widespread fatigue damage analysis performed, the 
inspection and modification thresholds contained in this AD are 
appropriate.

    We have made no change to the AD in this regard.

Request To Terminate Certain Inspections

    UPS asked that the inspections required by paragraphs (o) and (q) 
of the SNPRM (77 FR 5195, February 2, 2012) be terminated after the 
modification required by paragraph (m) of the SNPRM is accomplished. 
UPS stated that the structure replaced by the modification, which is 
the structure that would have been inspected, has been removed.
    We agree with the commenter's request; if the structure has been 
removed the inspection is not possible. Therefore, we have changed 
paragraph (m) of the SNPRM (77 FR 5195, February 2, 2012) (paragraph 
(p) of this AD) to include a reference to paragraphs (o) and (q) of the 
SNPRM--(paragraphs (l) and (n) of this AD) in the terminating action 
language for the inspections. We have also included terminating action 
language in those paragraphs.

Request for an Optional Modification

    British Airways asked that it be allowed to continue the Stage 1 
and Stage 2 inspections with an option of doing the modification as 
terminating action for the inspections. British Airways added that the 
Stage 2 inspections provide an adequate level of safety, as the 
discrepant structure is repaired to a similar compliance standard as 
the original structure. British Airways noted that the substantial 
number of work-hours necessary to do the modification would be a 
significant financial burden.
    This request was already addressed in the comments section of the 
SNPRM (77 FR 5195, February 2, 2012) under ``Request for an Optional 
Modification.'' As stated in the SNPRM, we do not agree with the 
request to make the required modification optional. The crack finding 
data and analysis performed support the inspection and modification 
actions in the SNPRM. Therefore, we have not changed the AD in this 
regard.

Request To Use Substitute Fasteners

    UPS asked that paragraphs (g) and (j) of the SNPRM (77 FR 5195, 
February 2, 2012) be changed to specify that it is structurally 
acceptable to use substitute fasteners per Chapter 51, Sections 51-40-
03 and 51-40-05, of the Model 747-400SF Structural Repair Manual (SRM). 
UPS stated that Boeing Alert Service Bulletin 747-53A2507, Revision 1, 
dated January 14, 2010, includes a General Note which specifies that it 
is acceptable to use the Model 747-400 SRM for repairs on airplanes 
modified to BCF configuration, until such time as the SRM is updated 
with tension tie and frame repairs. UPS noted that Boeing Alert Service 
Bulletin 747-53A2507, Revision 1, dated January 14, 2010, does not have 
any appropriate references for Model 747-400SF airplanes regarding 
fastener substitution, open-hole sizes, and installation.

[[Page 47270]]

    We do not agree with the request. Boeing Alert Service Bulletin 
747-53A2507, Revision 1, dated January 14, 2010, identifies procedures 
for fastener substitution in paragraph 3.A., Notes 4, 5, and 9 of the 
Accomplishment Instructions. Therefore, we have made no change to the 
AD in this regard.

Requests To Clarify/Correct Paragraph Identifiers Within Certain 
Paragraphs in the SNPRM (77 FR 5195, February 2, 2012)

    Boeing asked that we provide clarification in paragraph (g) of the 
SNPRM (77 FR 5195, February 2, 2012) that the reference to paragraph 
(l) of this AD as the terminating action paragraph should instead be 
paragraph (m) of this AD. Boeing added that paragraph (m) mandates the 
modification in Boeing Service Bulletin 747-53A2559, Revision 1, dated 
August 4, 2011, which terminates the repetitive inspections required by 
paragraph (g) of the SNPRM.
    We agree with the commenter. Paragraph (g) of the SNPRM (77 FR 
5195, February 2, 2012) specifies that doing the modification required 
by paragraph (l) of the AD terminates the repetitive inspections; 
however, that is in error. The modification is specified in paragraph 
(m) of the SNPRM--(paragraph (p) of this AD). We have changed the 
paragraph reference in paragraph (g) of this AD accordingly.
    Boeing and UPS asked that we correct the error in paragraph (i)(1) 
of the SNPRM (77 FR 5195, February 2, 2012) which refers to doing the 
next inspection in accordance with paragraph (j) of this AD, but should 
instead refer to paragraph (h) of this AD.
    We partially agree with the commenters. Paragraph (i)(1) of the 
SNPRM (77 FR 5195, February 2, 2012) specifies doing the next 
inspection after the initial Stage 1 inspection done in accordance with 
paragraph (j) of this AD; however, that is in error because the initial 
Stage 1 inspection is in paragraph (g) of this AD (paragraph (h) only 
contains the compliance times for the initial inspection). We have 
changed the reference in paragraph (i)(1) of this AD accordingly.
    Boeing and UPS asked that we correct the error in paragraph (j) of 
the SNPRM (77 FR 5195, February 2, 2012), which refers to paragraph (j) 
of this AD as the exception paragraph; however, the correct reference 
is paragraph (k) of this AD.
    We agree with the commenters. Paragraph (k) of this AD contains the 
exception to corrective action instructions. We have corrected the 
reference in paragraph (j) of this AD accordingly.
    Boeing and UPS asked that we correct the error in paragraph (k) of 
the SNPRM (77 FR 5195, February 2, 2012), which refers to discrepancies 
found during any inspection required by paragraph (g), (h), or (i) of 
the AD. Boeing asked that the reference to paragraph (j) of this AD be 
added to paragraph (k) of this AD. UPS asked that the reference to 
paragraphs (j), (o), (p), and (q) of this AD be added to the paragraphs 
referenced in paragraph (k) of this AD.
    We partially agree with the commenters. We agree that paragraph (j) 
of this AD should be included in the corrective action paragraphs 
referred to in paragraph (k) of this AD because it is included in the 
existing requirements. We have changed paragraph (k) of this AD 
accordingly. However, paragraphs (o), (p), and (q) of the SNPRM (77 FR 
5195, February 2, 2012)--(paragraphs (l), (m), and (n) of this AD) are 
part of the new requirements, and the corrective actions are contained 
within those paragraphs.

Request To Clarify Undefined Requirement

    UPS stated that the actions specified in paragraph (m) of the SNPRM 
(77 FR 5195, February 2, 2012) also require an additional modification, 
which is currently undefined in Boeing Service Bulletin 747 53A2559, 
Revision 1, dated August 4, 2011. UPS understands that, at this time, 
Boeing does not believe this additional modification will cause an 
undue burden. UPS noted that Boeing should include such a requirement 
in that service information, given the age of the affected fleet and 
available resources, as opposed to adjusting the limit of validity of 
the 747 fleet. UPS added that based on its fleet age and current 
utilization, it does not believe it will be affected; however, UPS is 
concerned with the precedent of mandating undefined requirements.
    We infer that UPS wants clarification of the subject undefined 
requirement. Boeing has elected not to design the additional 
modification since Boeing foresees few, if any, operators that would 
require this modification. For this reason, Boeing Service Bulletin 747 
53A2559, Revision 1, dated August 4, 2011, specifies that operators 
contact Boeing for instructions. We have addressed this issue by 
requiring AMOC approval when operators are instructed to contact Boeing 
for instructions. We have made no change to the AD in this regard.

Request To Change Cost Information

    UPS asked that the Costs of Compliance section in the SNPRM (77 FR 
5195, February 2, 2012) be changed. UPS stated that the costs specified 
do not accurately reflect the actual costs. UPS added that, based on 
its review of the modification instructions and the experiences of 
other operators that have performed similar modifications, the actual 
modification work, not including incidental costs, may take at least 
1,000 work-hours to accomplish. UPS stated that this is a substantial 
increase, and the cost section should be updated in the analysis of 
this rulemaking.
    We do not agree with the commenter's request. This request was 
already addressed in the comments section of the SNPRM (77 FR 5195, 
February 2, 2012) under ``Request to Change Cost Information.'' As 
stated in the SNPRM:

    The cost information in this supplemental NPRM describes only 
the direct costs of the specific required actions. Based on the best 
data available, the manufacturer provided the number of work hours 
necessary to do the required actions. This number represents the 
time necessary to perform only the actions actually required by this 
supplemental NPRM. We recognize that, in doing the actions required 
by an AD, operators might incur incidental costs in addition to the 
direct costs. But the cost analysis in AD rulemaking actions 
typically does not include incidental costs such as the time 
necessary for planning, airplane down time, or time necessitated by 
other administrative actions. Those incidental costs, which might 
vary significantly among operators, are almost impossible to 
calculate.

    We have not changed the AD in this regard.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously--and minor editorial 
changes. We have determined that these minor changes:
    <bullet> Are consistent with the intent that was proposed in the 
SNPRM (77 FR 5195, February 2, 2012) for correcting the unsafe 
condition; and
    <bullet> Do not add any additional burden upon the public than was 
already proposed in the SNPRM (77 FR 5195, February 2, 2012)
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

    We estimate that this AD affects 67 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

[[Page 47271]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                   Labor cost          Parts cost       Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Stage 1 inspections (required by  19 work-hours x     $0................  $1,615 per          $108,205 per
 AD 2007-23-18, Amendment 39-      $85 per hour =                          inspection cycle.   inspection cycle.
 15266 (72 FR 65655, November      $1,615
 23, 2007)).
Stage 2 inspections (required by  83 work-hours x     $0................  $7,055 per          $472,685 per
 AD 2007-23-18, Amendment 39-      $85 per hour =                          inspection cycle.   inspection cycle.
 15266 (72 FR 65655, November      $7,055
 23, 2007)).
Modification (new action).......  Between 257 and     Between $341,334    Between $363,179    \1\ Between
                                   263 work-hours, =   and $345,490.       and $367,845.       $24,332,993 and
                                   between $21,845                                             $24,645,615.
                                   and $22,355
Post-modification inspections     6 work-hours x $85  $0................  $510 [per           $34,170 [per
 (new action).                     per hour = $510                         inspection cycle].  inspection
                                                                                               cycle].
----------------------------------------------------------------------------------------------------------------
\1\ Depending on airplane configuration.

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 AD will not have federalism 
implications under Executive Order 13132. This AD will 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 this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under 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.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 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) 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007), and 
adding the following new AD:

2012-15-13 The Boeing Company: Amendment 39-17142; Docket No. FAA-
2009-0607; Directorate Identifier 2009-NM-024-AD.

(a) Effective Date

    This airworthiness directive (AD) is effective September 12, 
2012.

(b) Affected ADs

    This AD supersedes AD 2007-23-18, Amendment 39-15266 (72 FR 
65655, November 23, 2007).

(c) Applicability

    This AD applies to all The Boeing Company Model 747-100B SUD, 
747-300, 747-400, and 747-400D series airplanes; and Model 747-200B 
series airplanes having a stretched upper deck; certificated in any 
category; excluding airplanes that have been converted to a large 
cargo freighter configuration.

(d) Subject

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

(e) Unsafe Condition

    This AD results from reports of cracked and severed tension 
ties, broken fasteners, and cracks in the frame, shear web, and 
shear ties adjacent to tension ties for the upper deck. We are 
issuing this AD to detect and correct cracking of the tension ties, 
shear webs, and frames of the upper deck, which could result in 
rapid decompression and reduced structural integrity of the 
airplane.

(f) Compliance

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

(g) Retained Repetitive Stage 1 Inspections With Reduced Repetitive 
Interval

    This paragraph restates the requirements of paragraph (f) of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). For 
all airplanes: Do detailed inspections for cracking or discrepancies 
of the fasteners in the tension ties, shear webs, and frames at body 
stations 1120 through 1220, and related investigative and corrective 
actions as applicable, by doing all actions specified in and in 
accordance with ``Stage 1 Inspection'' of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-53A2507, dated 
April 21, 2005, except as provided by paragraph (k) of this AD; or 
Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated January 
14, 2010. As of the effective date of this AD only Boeing Alert 
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010, 
may be used. Do the Stage 1 inspections at the applicable times 
specified in paragraphs (h) and (i) of this AD, except as provided 
by paragraphs (g)(1) and (g)(2) of this AD. Accomplishment of the 
initial Stage 2 inspection required by paragraph (j) of this AD 
terminates the requirements of this paragraph. Any applicable 
related investigative and corrective actions must be done before 
further flight. Doing the modification required by paragraph (q) of 
this AD terminates the repetitive inspection requirements of this 
paragraph.
    (1) Where paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 747-53A2507, dated April 21, 2005, specifies a 
compliance time relative to ``the original issue date on this 
service bulletin,'' this AD requires

[[Page 47272]]

compliance before the specified compliance time after April 26, 2006 
(the effective date of AD 2006-06-11, Amendment 39-14520 (71 FR 
14367, March 22, 2006)).
    (2) For any airplane that reaches the applicable compliance time 
for the initial Stage 2 inspection (as specified in Table 1, 
Compliance Recommendations, under paragraph 1.E., of Boeing Alert 
Service Bulletin 747-53A2507, dated April 21, 2005) before reaching 
the applicable compliance time for the initial Stage 1 inspection: 
Accomplishment of the initial Stage 2 inspection eliminates the need 
to do the Stage 1 inspections.

(h) Retained Compliance Time for Initial Stage 1 Inspection

    This paragraph restates the requirements of paragraph (g) of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). Do 
the initial Stage 1 inspection at the earlier of the times specified 
in paragraphs (h)(1) and (h)(2) of this AD.
    (1) At the earlier of the times specified in paragraphs 
(h)(1)(i) and (h)(1)(ii) of this AD.
    (i) At the applicable time specified in paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, dated 
April 21, 2005.
    (ii) Before the accumulation of 10,000 total flight cycles, or 
within 250 flight cycles after November 28, 2007 (the effective date 
of AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 
2007), whichever occurs later.
    (2) At the later of the times specified in paragraphs (h)(2)(i) 
and (h)(2)(ii) of this AD.
    (i) Before the accumulation of 12,000 total flight cycles.
    (ii) Within 50 flight cycles or 20 days, whichever occurs first, 
after November 28, 2007 (the effective date of AD 2007-23-18, 
Amendment 39-15266 (72 FR 65655, November 23, 2007).

(i) Retained Compliance Times for Repetitive Stage 1 Inspections

    This paragraph restates the requirements of paragraph (h) of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). 
Repeat the Stage 1 inspection specified in paragraph (g) of this AD 
at the time specified in paragraph (i)(1) or (i)(2) of this AD, as 
applicable. Repeat the inspection thereafter at intervals not to 
exceed 250 flight cycles, until the initial Stage 2 inspection 
required by paragraph (j) of this AD has been done.
    (1) For airplanes on which the initial Stage 1 inspection has 
not been accomplished as of November 28, 2007 (the effective date of 
AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007): 
Do the next inspection before the accumulation of 10,000 total 
flight cycles, or within 250 flight cycles after the initial Stage 1 
inspection done in accordance with paragraph (g) of this AD, 
whichever occurs later.
    (2) For airplanes on which the initial Stage 1 inspection has 
been accomplished as of November 28, 2007 (the effective date of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007): Do 
the next inspection at the applicable time specified in paragraph 
(i)(2)(i) or (i)(2)(ii) of this AD.
    (i) For airplanes that have accumulated fewer than 12,000 total 
flight cycles as of November 28, 2007 (the effective date of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007): Do 
the next inspection before the accumulation of 10,000 total flight 
cycles, or within 250 flight cycles after November 28, 2007, 
whichever occurs later.
    (ii) For airplanes that have accumulated 12,000 total flight 
cycles or more as of November 28, 2007 (the effective date of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007): Do 
the next inspection at the later of the times specified in 
paragraphs (i)(2)(ii)(A) and (i)(2)(ii)(B) of this AD.
    (A) Within 250 flight cycles after accomplishment of the initial 
Stage 1 inspection.
    (B) Within 50 flight cycles or 20 days, whichever occurs first, 
after November 28, 2007 (the effective date of AD 2007-23-18, 
Amendment 39-15266 (72 FR 65655, November 23, 2007).

(j) Retained Repetitive Stage 2 Inspections With Reduced Initial 
Compliance Time

    This paragraph restates the requirements of paragraph (i) of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). For 
all airplanes: Do detailed and high frequency eddy current 
inspections for cracking or discrepancies of the fasteners in the 
tension ties, shear webs, and frames at body stations 1120 through 
1220, and related investigative and corrective actions as 
applicable, by doing all actions specified in and in accordance with 
``Stage 2 Inspection'' of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 747-53A2507, dated April 21, 2005; or Boeing 
Alert Service Bulletin 747-53A2507, Revision 1, dated January 14, 
2010; except as provided by paragraph (k) of this AD. Do the initial 
inspections at the earlier of the times specified in paragraphs 
(j)(1) and (j)(2) of this AD. Repeat the Stage 2 inspection 
thereafter at the applicable times specified in paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, dated 
April 21, 2005. As of the effective date of this AD only Boeing 
Alert Service Bulletin 747-53A2507, Revision 1, dated January 14, 
2010, may be used. Any applicable related investigative and 
corrective actions must be done before further flight. 
Accomplishment of the initial Stage 2 inspection ends the repetitive 
Stage 1 inspections. Doing the modification required by paragraph 
(q) of this AD terminates the repetitive inspection requirements of 
this paragraph.
    (1) Before the accumulation of 16,000 total flight cycles, or 
within 1,000 flight cycles after November 28, 2007 (the effective 
date of AD 2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 
2007), whichever occurs later.
    (2) Before the accumulation of 10,000 total flight cycles, or 
within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later.

(k) Retained Exception to Corrective Action Instructions

    This paragraph restates the requirements of paragraph (j) of AD 
2007-23-18, Amendment 39-15266 (72 FR 65655, November 23, 2007). If 
any discrepancy including but not limited to any crack, broken 
fastener, loose fastener, or missing fastener is found during any 
inspection required by paragraph (g), (h), (i), or (j) of this AD, 
and Boeing Alert Service Bulletin 747-53A2507, dated April 21, 2005; 
or Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated 
January 14, 2010; specifies to contact Boeing for appropriate 
action: Before further flight, repair the discrepancy using a method 
approved in accordance with the procedures specified in paragraph 
(r) of this AD.

(l) New Stage 2 Inspection: Additional Work at STA 1140

    For all airplanes: Except as provided by paragraph (o) of this 
AD; at the time specified in paragraph 1.E, ``Compliance,'' of 
Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated January 
14, 2010; do an open hole high frequency eddy current (HFEC) 
inspection for cracking in the forward and aft tension tie channels 
at 12 fastener locations inboard of the aluminum straps at STA 1140, 
and before further flight do all applicable repairs. Do all actions 
in accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2507, Revision 1, dated January 14, 2010. 
Repeat the inspections thereafter at the time specified in paragraph 
1.E., ``Compliance'' of Boeing Alert Service Bulletin 747-53A2507, 
Revision 1, dated January 14, 2010. Doing the modification required 
by paragraph (p) of this AD terminates the inspection requirements 
in this paragraph.

(m) New One-time Inspection for Mis-located Angles

    For Group 1, Configuration 1, airplanes as identified in Boeing 
Alert Service Bulletin 747-53A2507, Revision 1, dated January 14, 
2010: Except as provided by paragraph (o) of this AD, at the time 
specified in paragraph 1.E, ``Compliance,'' of Boeing Alert Service 
Bulletin 747-53A2507, Revision 1, dated January 14, 2010, do a 
detailed inspection to determine if the angle is installed 
correctly, and before further flight re-install all angles that were 
installed incorrectly. Do all actions in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010.

(n) New One-time Inspection for Cracks in Frames at Previous Tension 
Tie Locations

    For Group 1, Configuration 2, airplanes; and Group 2 and 3 
airplanes; as identified in Boeing Alert Service Bulletin 747-
53A2507, Revision 1, dated January 14, 2010: Except as provided by 
paragraph (o) of this AD, at the time specified in paragraph 1.E, 
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2507, 
Revision 1, dated January 14, 2010, do an open hole HFEC inspection 
for cracks at the fastener locations (STA 1120, 1160, 1200, and 
1220) where the tension tie previously attached to the frame prior 
to modification to the Boeing special freighter or Boeing Converted 
Freighter configuration, and before further flight do all applicable 
repairs. Do all actions in accordance with the Accomplishment

[[Page 47273]]

Instructions of Boeing Alert Service Bulletin 747-53A2507, Revision 
1, dated January 14, 2010. Doing the modification required by 
paragraph (p) of this AD terminates the one-time inspection 
requirements in this paragraph.

(o) New Exception to Boeing Alert Service Bulletin 747-53A2507, 
Revision 1, Dated January 14, 2010

    Where paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 747-53A2507, Revision 1, dated January 14, 2010, specifies 
a compliance time relative to ``the Revision 1 date of this service 
bulletin,'' this AD requires compliance within the specified 
compliance time after the effective date of this AD.

(p) New Modification

    Except as provided by paragraphs (p)(1) and (p)(2) of this AD: 
At the applicable times specified in paragraph 1.E, ``Compliance,'' 
of Boeing Service Bulletin 747-53A2559, Revision 1, dated August 4, 
2011, modify the frame-to-tension-tie joints at body stations (STA) 
1120 through 1220; do all related investigative and applicable 
corrective actions; do the repetitive post-modification detailed 
inspections for cracking of the tension tie and frame structure and 
all applicable corrective actions; and do the additional 
modification. Do all actions in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2559, Revision 1, 
dated August 4, 2011. Modifying the frame-to-tension-tie joints at 
body stations 1120 through 1220 terminates the repetitive inspection 
requirements of paragraphs (g) and (j) of this AD, the inspection 
requirements of paragraph (l) of this AD, and the one-time 
inspection requirements of paragraph (n) of this AD.
    (1) Where paragraph 1.E., ``Compliance,'' of Boeing Service 
Bulletin 747-53A2559, Revision 1, dated August 4, 2011, specifies a 
compliance time relative to ``the original issue date of this 
service bulletin,'' this AD requires compliance within the specified 
compliance time after the effective date of this AD.
    (2) Where Boeing Service Bulletin 747-53A2559, Revision 1, dated 
August 4, 2011, specifies to contact Boeing for repair instructions 
or additional modification requirements: Before further flight, 
repair the cracking or do the additional actions using a method 
approved in accordance with the procedures specified in paragraph 
(r) of this AD.

(q) New Credit for Previous Actions

    This paragraph provides credit for the corresponding actions 
required by this AD, if those actions were done before the effective 
date of this AD using Boeing Alert Service Bulletin 747-53A2559, 
dated January 8, 2009.

(r) 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: <a href="/cdn-cgi/l/email-protection#c5fce8848b88e896a0a4b1b1a9a0e884868ae884888a86e897a0b4b0a0b6b1b685a3a4a4eba2aab3"><span class="__cf_email__" data-cfemail="ecd5c1ada2a1c1bf898d98988089c1adafa3c1ada1a3afc1be899d99899f989fac8a8d8dc28b839a">[email&#160;protected]</span></a>.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your principal maintenance inspector (PMI) or 
principal avionics inspector (PAI), as appropriate, or lacking a 
principal inspector, your local Flight Standards District Office. 
The AMOC approval letter must specifically reference this AD.
    (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) AMOCs approved previously in accordance with AD 2007-23-18, 
Amendment 39-15266 (72 FR 65655, November 23, 2007), are approved as 
AMOCs for the corresponding requirements of paragraphs (g), (h), 
(i), and (j) of this AD.
    (5) AMOCs approved previously in accordance with AD 2007-23-18, 
Amendment 39-15266 (72 FR 65655, November 23, 2007), as a 
terminating action, are approved as AMOCs for the requirements of 
paragraph (p) of this AD.

(s) Related Information

    (1) For more information about this AD, contact Nathan Weigand, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue SW., Renton, Washington 
98057-3356; phone: (425) 917-6428; fax: (425) 917-6590; email: 
<a href="/cdn-cgi/l/email-protection#bbd5dacfd3dad595cb95ccded2dcdad5dffbdddada95dcd4cd"><span class="__cf_email__" data-cfemail="bcd2ddc8d4ddd292cc92cbd9d5dbddd2d8fcdadddd92dbd3ca">[email&#160;protected]</span></a>.
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 
206-544-5000, extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (3) You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, Washington. For information on the availability of this 
material at the FAA, call 425-227-1221.

(t) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the following service 
information under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use the following service information to do the 
actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Alert Service Bulletin 747-53A2507, Revision 1, dated 
January 14, 2010.
    (ii) Boeing Service Bulletin 747-53A2559, Revision 1, dated 
August 4, 2011.
    (3) The following service information was approved for IBR on 
November 28, 2007 (72 FR 65655, November 23, 2007):
    (i) Boeing Alert Service Bulletin 747-53A2507, dated April 21, 
2005.
    (ii) Reserved.
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 
206-544-5000, extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (3) You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, Washington. For information on the availability of this 
material at the FAA, call 425-227-1221.
    (4) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call 202-741-6030, or go to: <a href="http://www.archives.gov/federal-register/cfr/ibr_locations.html">http://www.archives.gov/federal-register/cfr/ibr_locations.html</a>.

    Issued in Renton, Washington, on July 23, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-18627 Filed 8-7-12; 8:45 am]
BILLING CODE 4910-13-P