[Federal Register Volume 79, Number 103 (Thursday, May 29, 2014)]
[Proposed Rules]
[Pages 30756-30762]
[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

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:<PHONE_NUMBER>.
     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<PHONE_NUMBER>; 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<PHONE_NUMBER>.

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:<PHONE_NUMBER>) 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:<PHONE_NUMBER>;
fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>
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)

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:

                                                 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).

(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

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_ADDRESS>    (2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
    (3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO

to make those findings. For a repair method to be approved, the
repair must meet the certification basis of the airplane.
    (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:<PHONE_NUMBER>; fax:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>    (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<PHONE_NUMBER>; 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<PHONE_NUMBER>.

    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]
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