
[Federal Register Volume 77, Number 132 (Tuesday, July 10, 2012)]
[Rules and Regulations]
[Pages 40481-40485]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-15894]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0991; Directorate Identifier 2010-NM-134-AD; 
Amendment 39-17110; AD 2012-13-08]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding an existing airworthiness directive (AD) 
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. That AD 
currently requires repetitive inspections for cracks of each affected 
tension tie and of the surrounding structure, and related investigative 
and corrective actions if necessary. This new AD requires, for certain 
airplanes, modifying the tension tie structure or tension tie and frame 
structure at certain stations; and a post-modification inspection of 
the modified area and post-modification repetitive inspections of the 
unmodified area, and repair if necessary. Doing the modification would 
terminate the repetitive inspection requirements in the existing AD. 
This AD reduces the compliance time and adds inspections for certain 
airplanes. This AD was prompted by reports that certain airplanes have 
tension ties that are susceptible to widespread fatigue damage. This AD 
also results from 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 need to be reduced. We are issuing this AD 
to prevent tension ties from becoming severed or disconnected from the 
frames, which could lead to rapid in-flight decompression.

DATES: This AD is effective August 14, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of August 14, 
2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in this AD as of 
February 16, 2006 (71 FR 1947, January 12, 2006).

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 https://www.myboeingfleet.com. 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 http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this 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 
(ACO), 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
(425) 917-6428; fax: (425) 917-6590; email: nathan.p.weigand@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2006-01-07, Amendment 39-14446 (71 FR 1947, 
January 12, 2006). That AD applies to the specified products. The NPRM 
published in the Federal Register on September 22, 2011 (76 FR 58722). 
That NPRM proposed to continue to require repetitive inspections for 
cracks of each affected tension tie and of the surrounding structure, 
and related investigative and corrective actions if necessary. For 
certain airplanes, that NPRM proposed to require modifying the tension 
tie structure or tension tie and frame structure at certain stations; 
and a post-modification inspection of the modified area and post-
modification repetitive inspections of the unmodified area, and repair 
if necessary. Doing the modification would terminate the repetitive 
inspection requirements in the existing AD. That NPRM also proposed to 
reduce the compliance time

[[Page 40482]]

and add inspections for certain airplanes.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
(76 FR 58722, September 22, 2011) and the FAA's response to each 
comment.

Request to Revise Costs of Compliance

    UPS requested that we revise the Costs of Compliance section of the 
NPRM (76 FR 58722, September 22, 2011). UPS explained that according to 
paragraph 1.G. of Boeing Alert Service Bulletin 747-53A2605, Revision 
1, dated May 27, 2010, the manpower required to accomplish the 
modification on all tension tie locations for UPS's Group 10 airplanes 
is 501 work-hours. UPS also explained that according to Boeing Alert 
Service Bulletin 747-53A2605, Revision 1, dated May 27, 2010, the parts 
kits that are required to accomplish the modification range from 
$535,131 to $658,423. UPS reasoned that based on Boeing's labor 
estimate, a labor rate of $85 per hour, and Boeing's current pricing, 
the cost to accomplish the modification on each of UPS's airplanes 
would be approximately $701,008.
    We agree to revise the Costs of Compliance section in the final 
rule to align with the costs specified in the service information. We 
have revised the work-hours appropriately.

Request to Refer to the Service Information

    UPS requested that we revise paragraphs (i)(2)(i) and (i)(2)(ii)(B) 
of the NPRM (76 FR 58722, September 22, 2011) to, ``* * * install the 
correct configuration * * * 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: Before further flight, install in 
accordance with instructions approved in accordance with the procedures 
specified in paragraph (n) of this AD.'' UPS explained that, while 
paragraphs (i)(2)(i) and (i)(2)(ii)(B) of the NPRM stipulate to install 
the correct configuration using a method approved in accordance with 
paragraph (n) of the NPRM, Figure 22 of Boeing Alert Service Bulletin 
747-53A2502, Revision 1, dated June 17, 2010, provides the correct 
configuration for installing the tension tie attachments. UPS expressed 
that they are concerned with the requirement to obtain AMOC approval to 
install the correct configuration, as it believes that this adds undue 
and unnecessary burden on the operators when correct configuration data 
already exits.
    We agree for the reasons stated by UPS to revise the final rule to 
require operators to install the correct configuration in accordance 
with Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated June 
17, 2010. We have revised paragraphs (i)(2)(i) and (i)(2)(ii)(B) in 
this final rule accordingly.

Request To Include All Airplanes for Actions Approved as AMOCs

    UPS requested that we revise paragraph (n)(4) of the NPRM (76 FR 
58722, September 22, 2011) to refer to paragraph (h) of the NPRM by 
specifying ``Certain actions required by paragraphs (g) and (h) of this 
AD * * *.'' UPS explained that while ``paragraph (n)(4) of the NPRM 
states that certain actions required by paragraph (g) of this AD are 
approved as AMOCs for the requirements specified in paragraph 
(n)(4)(i), (n)(4)(ii), and (n)(4)(iii) of this AD,'' paragraph (g) of 
the NPRM applies only to Group 1 and Groups 3 through 6 airplanes, as 
identified in Boeing Alert Service Bulletin 747-53A2502, Revision 1, 
dated June 17, 2010. UPS expresses that paragraph (n)(4)(iii) of the 
NPRM should apply to all affected airplanes, not just to Group 1 and 
Groups 3 through 6 airplanes.
    We agree for the reasons stated by UPS to revise paragraph (n)(4) 
of the final rule to include reference to paragraph (h) of the final 
rule. We have revised paragraph (n)(4) of the final rule accordingly.

Requests for Approval of Previous AMOCs

    UPS requested that, since the NPRM (76 FR 58722, September 22, 
2011) supersedes AD 2006-01-07, Amendment 39-14446 (71 FR 1947, January 
12, 2006), we revise the NPRM to include a new paragraph that states 
that AMOCs previously approved by AD 2006-01-07 should be approved as 
AMOCs for the requirements of paragraphs (g), (h), and (i) of the NPRM.
    Boeing requested that we revise the NPRM (76 FR 58722, September 
22, 2011) to read, ``For airplanes not identified in Group 2 per Boeing 
Special Attention Service Bulletin 747-53A2502, Revision 1, dated June 
17, 2011; AMOCs approved previously in accordance with AD 2006-01-07, 
Amendment 39-14446 (71 FR 1947, January 12, 2006), are approved as 
alternate methods of compliance with paragraph (g) of this AD.'' Boeing 
explained that Boeing Alert Service Bulletin 747-53A2502, Revision 1, 
dated June 17, 2010, reduces the inspection thresholds and adds a one-
time inspection for the Group 2 airplanes (Model 747-400F series 
airplanes). All other airplane groups fall within the requirements of 
the superseded AD 2006-01-07, and therefore, AMOCs provided in 
paragraph (f) of AD 2006-01-07 are still applicable. Boeing expressed 
that this provision will reduce the resource requirements of providing 
AMOC approvals.
    We partially agree to revise this AD to allow certain AMOCs 
approved for AD 2006-01-07, Amendment 39-14446 (71 FR 1947, January 12, 
2006). We agree to allow AMOCs approved for AD 2006-01-07 for the 
requirements of paragraph (g) of this AD and have added paragraph 
(n)(5) of this AD accordingly.
    We also agree to allow AMOCs approved according to AD 2006-01-07, 
Amendment 39-14446 (71 FR 1947, January 12, 2006), for the actions 
required by paragraph (h) of this AD, provided that the compliance 
times specified in paragraph (h) of this AD are met; the compliance 
times in paragraph (h) of this AD are from those specified in AD 2006-
01-07. We have added paragraph (n)(6) of this AD. We disagree to allow 
AMOCs approved according to AD 2006-01-07 for the requirements of 
paragraph (i) of this AD, because the actions in paragraph (i) of this 
AD are new.

Additional Changes Made to This AD

    We have revised the heading and wording of paragraph (m) of this 
AD; this revision has not affected the intent of that paragraph.
    We have redesignated Note 2 the NPRM (76 FR 58722, September 22, 
2011) as paragraph (l)(2) of this AD. We have also redesignated 
paragraph (l) of the NPRM as paragraph (l)(1) of this AD.

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:
     Are consistent with the intent that was proposed in the 
NPRM (76 FR 58722, September 22, 2011) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (76 FR 58722, September 22, 2011).

[[Page 40483]]

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

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
             Action                    Labor cost            Parts cost      Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Inspection (required by AD 2006- 8 per tension tie       $0...............  Between $5,440     Between $467,840
 01-07, Amendment 39-14446 (71    location, between 8                        and $8,160 per     and $701,760 per
 FR 1947, January 12, 2006)).     and 12 tension tie                         inspection cycle.  inspection
                                  locations per                                                 cycle.
                                  airplane, depending
                                  on airplane
                                  configuration x $85
                                  per hour = between
                                  $5,440 and $8,160.
One-time inspection (new action  6 x $85 per hour =      None.............  $510.............  $43,860.
 for Group 2 airplanes).          $510.
Modification (new action)......  Between 30 and 432      Between $18,657    Between $21,207    Between
                                  work-hours, depending   and $658,423.      and $695,143.      $1,823,802 and
                                  on airplane                                                   $59,782,298.
                                  configuration x $85
                                  per hour = between
                                  $2,550 and $36,720.
Inspection for unmodified area   2 per tension tie       None.............  Between $1,360     Between $116,960
 (new action).                    location, between 8                        and $2,040, per    and $175,440.
                                  and 12 tension tie                         inspection cycle.
                                  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     Between $116,960
 (new action).                    location, between 8                        and $2,040 per     and $175,440.
                                  and 12 tension tie                         inspection
                                  locations per                              cycles.
                                  airplane, depending
                                  on airplane
                                  configuration x $85
                                  per hour = between
                                  $1,360 and $2,040.
----------------------------------------------------------------------------------------------------------------

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) 
2006-01-07, Amendment 39-14446 (71 FR 1947, January 12, 2006), and 
adding the following new AD:

2012-13-08 The Boeing Company: Amendment 39-17110; Docket No. FAA-
2011-0991; Directorate Identifier 2010-NM-134-AD.

(a) Effective Date

    This airworthiness directive (AD) is effective August 14, 2012.

(b) Affected ADs

    This AD supersedes AD 2006-01-07, Amendment 39-14446 (71 FR 
1947, January 12, 2006).

(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 reports that certain airplanes have 
tension ties that are susceptible to widespread fatigue damage. This 
AD also results from reports of cracks on the forward and aft 
tension tie channels at station (STA) 740 and STA 760, and a 
determination that initial inspection compliance times need to be 
reduced. We are issuing this AD to prevent tension ties from 
becoming severed or disconnected from the frames, which could lead 
to rapid in-flight decompression.

(f) Compliance

    You are responsible for having the actions required by this AD 
performed within the compliance times specified, unless the actions 
have already been done.

[[Page 40484]]

(g) Retained Actions With Reduced Compliance Times for Certain 
Airplanes

    This paragraph restates the requirements of paragraph (f) of AD 
2006-01-07, Amendment 39-14446 (71 FR 1947, January 12, 2006), with 
reduced compliance time for certain airplanes and revised service 
information. 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 
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 the effective date of this AD, 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 Group 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 Inspection for Group 2 Airplanes With Reduced Compliance 
Times and Revised Service Information

    This paragraph restates the requirements of paragraph (f) of AD 
2006-01-07, Amendment 39-14446 (71 FR 1947, January 12, 2006), with 
reduced compliance time for certain airplanes and revised service 
information. 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 high-frequency eddy current 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 the effective date of this AD, 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 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 the effective date of this AD, 
whichever occurs later.

(i) New Requirement: One-Time Inspection for Group 2 Airplanes

    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 the effective date of this AD, 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 high frequency eddy 
current inspections for cracks 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 inspection 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 inspection 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) Modification

    Before the accumulation of 30,000 total flight cycles, or within 
3,000 flight cycles after the effective date of this AD, whichever 
occurs later: Modify the left- and right-side tension tie structure 
or left- and right-side tension tie and frame structure, at 
specified stations, in accordance with the applicable method 
specified in paragraph (j)(1) or (j)(2) of this AD. Accomplishment 
of the modification in this paragraph terminates the repetitive 
inspection requirements in paragraphs (g)(1), (g)(2), and (h) of 
this AD.
    (1) For airplanes identified in Boeing Alert Service Bulletin 
747-53A2605, Revision 1, dated May 27, 2010: Do the modification in 
accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 747-53A2605, Revision 1, dated May 27, 2010.
    (2) For airplanes not identified in Boeing Alert Service 
Bulletin 747-53A2605, Revision 1, dated May 27, 2010: Do the 
modification using a method approved in accordance with the 
procedures specified in paragraph (n) of this AD.

[[Page 40485]]

    Note 1 to paragraph (j)(2) of this AD: For airplanes identified 
in paragraph (j)(2) of this AD, post-modification inspection 
guidance may be included in an approved alternative method of 
compliance (AMOC) for paragraph (j)(2) of this AD.

(k) Post-Modification Inspection of the Modified Areas

    For airplanes identified in paragraph (j)(1) of this AD, within 
20,000 flight cycles after doing the modification required by 
paragraph (j) of this AD: Do an inspection for cracks of the 
modified areas of the left- and right-side tension tie structure and 
frame structure, in accordance with a method approved in accordance 
with the procedures specified in paragraph (n) of this AD. If any 
crack is found during any inspection required by this paragraph, 
before further flight, repair the crack using a method approved in 
accordance with the procedures specified in paragraph (n) of this 
AD.

(l) Post-Modification Repetitive Inspections of the Unmodified Areas

    (1) For airplanes identified in paragraph (j)(1) of this AD, 
within 6,000 flight cycles after doing the modification required by 
paragraph (j) of this AD: Do a detailed inspection for cracks on the 
unmodified areas of the left- and right-side tension tie structure 
and frame structure, at certain stations, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2605, Revision 1, dated May 27, 2010. If any crack is found 
during any inspection required by this paragraph, before further 
flight, repair the crack using a method approved in accordance with 
the procedures specified in paragraph (n) of this AD. Repeat the 
inspection of the unmodified areas thereafter at intervals not to 
exceed 6,000 flight cycles.
    (2) Boeing Alert Service Bulletin 747-53A2605, Revision 1, dated 
May 27, 2010, 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.

(m) Credit for Previous Actions

    This paragraph provides credit for the actions required by 
paragraphs (j), (k), and (l)(1) of this AD, if those actions were 
performed before the effective date of this AD using Boeing Alert 
Service Bulletin 747-53A2605, dated October 8, 2009.

(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 the Related Information 
section of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Seattle ACO to make 
those findings. For a repair method to be approved, the repair must 
meet the certification basis of the airplane, and the approval must 
specifically refer to this AD.
    (4) Certain actions required by paragraphs (g) and (h) of this 
AD are approved as AMOCs for the requirements specified in 
paragraphs (n)(4)(i), (n)(4)(ii), and (n)(4)(iii) of this AD. All 
provisions of the referenced ADs specified in paragraphs (n)(4)(i), 
(n)(4)(ii), and (n)(4)(iii) of this AD, including applicable post-
modification inspection thresholds, remain fully applicable and must 
be complied with.
    (i) Repairs or modifications of the aft tension tie channels 
done in accordance with this AD are AMOCs for the repair 
requirements of paragraph A. of AD 84-19-01, Amendment 39-4913 (49 
FR 35365, September 17, 1984); and paragraphs (a)(2) and (b)(2) of 
AD 94-13-06, Amendment 39-8946 (59 FR 32879, June 27, 1994).
    (ii) The inspection requirements of this AD are AMOCs for the 
post-modification inspection requirements of paragraph B. of AD 84-
19-01, Amendment 39-4913 (49 FR 35365, September 17, 1984); and 
paragraph (b) of AD 94-13-06, Amendment 39-8946 (59 FR 32879, June 
27, 1994).
    (iii) The inspection requirements of this AD are AMOCs for the 
inspections of Structural Significant Item (SSI) F-19A of Boeing 
Supplemental Structural Inspection Document D6-35022, Revision G, 
dated December 2000, as required by paragraphs (h) and (i) of AD 
2004-07-22 R1, Amendment 39-15326 (73 FR 1052, January 7, 2008); 
corrected February 14, 2008 (73 FR 8589).
    (5) AMOCs approved previously in accordance with AD 2006-01-07, 
Amendment 39-14446 (71 FR 1947, January 12, 2006), are approved as 
AMOCs for the corresponding provisions of paragraph (g) of this AD.
    (6) AMOCs approved previously in accordance with AD 2006-01-07, 
Amendment 39-14446 (71 FR 1947, January 12, 2006), are approved as 
AMOCs for the corresponding repairs or modifications required by 
paragraph (h) of this AD provided that the actions are done within 
the compliance times specified in paragraph (h) of this AD. 
Compliance times in previously approved AMOCs are not approved for 
paragraph (h) of this AD.

(o) Related Information

    For more information about this AD, contact Nathan Weigand, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, Washington 
98057-3356; phone: (425) 917-6428; fax: (425) 917-6590; email: 
nathan.p.weigand@faa.gov.

(p) 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.
    (3) The following service information was approved for IBR on 
August 14, 2012.
    (i) Boeing Alert Service Bulletin 747-53A2502, Revision 1, dated 
June 17, 2010.
    (ii) Boeing Alert Service Bulletin 747-53A2605, Revision 1, 
dated May 27, 2010.
    (4) The following service info was approved for IBR on February 
16, 2006 (71 FR 1947, January 12, 2006).
    (i) Boeing Special Attention Service Bulletin 747-53A2502, dated 
April 21, 2005. (5) 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 
https://www.myboeingfleet.com.
    (6) You may review copies of the 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.
    (7) 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: http://www.archives.gov/federal-register/cfr/ibr_locations.html.

    Issued in Renton, Washington, on June 19, 2012.
John P. Piccola,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-15894 Filed 7-9-12; 8:45 am]
BILLING CODE 4910-13-P


