Airworthiness Directives; The Boeing Company Airplanes, 42756-42760 [2015-17688]

Download as PDF 42756 Federal Register / Vol. 80, No. 138 / Monday, July 20, 2015 / Proposed Rules trends and numbers for the 21 species of birds in North America with mean body masses greater than 4 pounds and at least 10 strikes with civil aircraft from 1990–2012. Of these 21 species, 17 had shown population increases from 1990– 2012 with a net gain of 17 million birds. Previous research had documented that 13 of the 14 bird species in North America with mean body masses greater than 8 pounds showed significant population increases from 1970 to the early 1990s (Dolbeer and Eschenfelder 2003).’’ mstockstill on DSK4VPTVN1PROD with PROPOSALS Airspeed Information In the U.S., § 91.117 prescribes a speed restriction of 250 knots indicated airspeed below 10,000 feet mean sea level. The 250 knot speed restriction is also in place in Mexico and Canada, and in many areas around the world, but not everywhere. Where this speed restriction is in place, it provides a significant safety benefit with respect to bird strikes. While deviations to this speed restriction are allowed, and the requirement is not global, it does indicate that limiting airspeed below 10,000 feet is operationally feasible for transport category airplanes. Indeed, to meet current bird strike criteria, some manufacturers specify relatively low VMO and VC airspeeds up to 8000 feet, that increase above that altitude. These speed ‘‘cutbacks’’ at lower altitudes are beneficial for three reasons: (1) They increase safety by reducing the energy of any bird strike that occurs below 8000 feet, (2) they apply to all airspace, not just those areas covered by US operating regulations, or those of other countries, and (3) they reduce the bird strike speeds to which the airplane must be designed. To encourage these speed cutbacks, we believe establishing the bird strike speed criteria based on VMO rather than VC may be warranted. While most structures rules are based on VC, allowing these very speed-dependent criteria to be based on VMO may make the establishment of speed cutbacks easier to achieve. Summary of FAA Findings Our review of bird strike event data and bird population data indicates the following: 1. Bird strikes have occurred and will continue to occur at energy levels that exceed the level provided by current requirements. 2. Numerous bird strikes have resulted in penetration into the flight deck, mostly below the windshield, even at energy levels below current requirements. Penetration of the cockpit VerDate Sep<11>2014 18:06 Jul 17, 2015 Jkt 235001 obviously introduces a number of significant risks to the airplane. Currently, there is no requirement that specifically prohibits penetration of the flight deck through structure other than the windshield. 3. The bird strike threat has increased, especially the threat due to larger birds. Therefore, current fleet history may not be indicative of what to expect in the future. 4. Bird strike events often involve more than one bird. Such multiple bird strikes may result in structural damage in several areas, pilot disorientation, engine failure and systems failures. Any one of these effects can significantly reduce the controllability of the airplane. Sections 25.571 and 25.631 assume a single bird strike, rather than multiple bird strikes. The FAA believes that this single bird strike approach is an adequate approach for airframe structure as long as the single bird strike criteria are robust. By showing the structure capable of withstanding a significant bird strike in any one area, a bird strike to that area should not compound the hazard from strikes in other areas. 5. Limiting airspeed below 10,000 feet is operationally feasible for transport category airplanes. Bird strike data indicate numerous damaging bird strikes have occurred above 8000 feet, but above 10,000 feet, bird strikes are rare. Therefore, expanding the envelope above 8000 feet, but limiting it at 10,000 feet, may be warranted. 6. Establishing reduced VMO and VC airspeeds at lower altitudes provides a significant safety benefit with respect to bird strikes. Request for Comments The FAA invites interested persons to comment on the need for, and the possible scope of, changes to the bird strike requirements for transport category airplanes by submitting written data, views, or arguments as they may desire. We invite comments relating to the technical or economic impact that might result from any considerations discussed herein, as well as any alternative suggestions. In particular, we invite information, comments, and opinion on the following questions: 1. Should the bird weight requirement be applied consistently across the airplane? 2. Should the bird weight requirement be increased, to eight pounds or some other value? 3. Should a ‘‘no-penetration’’ requirement be applied to the entire fuselage, not just the windshields? 4. Should the bird strike criteria be expanded to 10,000 feet? PO 00000 Frm 00004 Fmt 4702 Sfmt 4702 5. Should the 0.85 speed reduction factor at 8000 feet, currently specified in § 25.571, be removed? 6. Should the speed criterion for bird strikes be based on VMO rather than VC? Conclusion This document solicits public comments on the need for, and the possible scope of, changes to the bird strike certification requirements for transport category airplanes. List of Subjects in 14 CFR Part 25 Aircraft, Aircraft safety. Issued in Renton, Washington, on June 25, 2015. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–17404 Filed 7–17–15; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2015–2462; Directorate Identifier 2014–NM–224–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. AGENCY: Notice of proposed rulemaking (NPRM). ACTION: We propose to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 737–100, –200, –200C, –300, –400, –500 series airplanes. This proposed AD was prompted by reports of cracked antenna support channels, skin cracking underneath the number 2 very high frequency (VHF) antenna, and cracking in the frames attached to the internal support structure. This proposed AD would require repetitive inspections to determine the condition of the skin and the internal support structure, and follow-on actions including corrective action as necessary. We are proposing this AD to detect and correct skin cracking of the fuselage which could result in separation of the number 2 VHF antenna from the airplane and rapid depressurization of the cabin. SUMMARY: We must receive comments on this proposed AD by September 3, 2015. DATES: E:\FR\FM\20JYP1.SGM 20JYP1 Federal Register / Vol. 80, No. 138 / Monday, July 20, 2015 / Proposed Rules 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 https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P. O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206–544–5000, extension 1; fax 206–766–5680; Internet https:// www.myboeingfleet.com. You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. It is also available on the Internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2015– 2462. ADDRESSES: mstockstill on DSK4VPTVN1PROD with PROPOSALS Examining the AD Docket You may examine the AD docket on the Internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2015– 2462; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6447; fax: 425–917–6590; email: wayne.lockett@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under the ADDRESSES VerDate Sep<11>2014 16:10 Jul 17, 2015 Jkt 235001 section. Include ‘‘Docket No. FAA– 2015–2462; Directorate Identifier 2014– NM–224–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 https:// 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 We have received reports of cracked antenna support channels, skin cracking underneath the number 2 VHF antenna, and cracking in the frames attached to the internal support structure. The cracking is caused when the nose gear is let down, resulting in turbulent airflow around the antenna. The turbulent airflow causes vibration in the antenna, which results in the skin, as well as the internal support structure and frames, to crack due to fatigue. This condition, if not corrected, could result in separation of the antenna from the airplane and rapid depressurization of the cabin. Related Service Information Under 1 CFR Part 51 We reviewed Boeing Special Attention Service Bulletin 737–53– 1159, Revision 1, dated October 20, 2014. The service information describes procedures for repetitive inspections to determine the condition of the skin and the internal support structure, and follow-on actions including corrective action as necessary. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section of this NPRM. FAA’s Determination We are proposing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Proposed AD Requirements This proposed AD would require accomplishing the actions specified in the service information identified previously, except as discussed under ‘‘Differences Between this Proposed AD and the Service Information.’’ PO 00000 Frm 00005 Fmt 4702 Sfmt 4702 42757 Difference Between This Proposed AD and the Service Information Tables 7, 8, and 9 in paragraph 1.E., ‘‘Compliance,’’ of Boeing Special Attention Service Bulletin 737–53– 1159, Revision 1, dated October 20, 2014, specify post-modification and post-repair inspections, which may be used in support of compliance with section 121.1109(c)(2) or 129.109(b)(2) of the Federal Aviation Regulations 14 CFR 121.1109(c)(2) or 129.109(b)(2)). However, this NPRM does not propose to require those post-modification and post-repair inspections. This difference has been coordinated with Boeing. Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, 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. Explanation of ‘‘RC (Required for Compliance)’’ Steps in Service Information The FAA worked in conjunction with industry, under the Airworthiness Directive Implementation Aviation Rulemaking Committee (ARC), to enhance the AD system. One enhancement was a new process for annotating which steps in the service information are required for compliance with an AD. Differentiating these steps from other tasks in the service information is expected to improve an owner’s/operator’s understanding of crucial AD requirements and help provide consistent judgment in AD compliance. The steps identified as RC (required for compliance) in any service information identified previously have a direct effect on detecting, preventing, resolving, or eliminating an identified unsafe condition. For service information that contains steps that are labeled as Required for Compliance (RC), the following provisions apply: (1) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD, and an alternative method of compliance (AMOC) is required for any deviations to RC steps, including substeps and identified figures; and (2) E:\FR\FM\20JYP1.SGM 20JYP1 42758 Federal Register / Vol. 80, No. 138 / Monday, July 20, 2015 / Proposed Rules steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. Costs of Compliance We estimate that this proposed AD affects 609 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Action Labor cost Parts cost Inspections .... 33 work-hours × $85 per hour = $2,805 per inspection cycle. $0 We estimate the following costs to do any necessary [repairs/modifications] that would be required based on the Cost per product $2,805 per inspection cycle. results of the proposed inspection. We have no way of determining the number Cost on U.S. operators $1,708,245 per inspection cycle. of aircraft that might need these repairs/ modifications. ON-CONDITION COSTS Action Labor cost Parts cost Repair and Preventive Modification ... 63 work-hours × $85 per hour = $5,355 ................................ $10,432 According to the manufacturer, some of the costs of this proposed AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage for affected individuals. As a result, we have included all costs in our cost estimate. Authority for this Rulemaking mstockstill on DSK4VPTVN1PROD with PROPOSALS 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 VerDate Sep<11>2014 16:10 Jul 17, 2015 Jkt 235001 Up to $15,787. responsibilities among the various levels of government. For the reasons discussed above, I certify this 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. (a) Comments Due Date List of Subjects in 14 CFR Part 39 (e) Unsafe Condition 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: We must receive comments by September 3, 2015. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 737–100, –200, –200C, –300, –400, and –500 series airplanes, certificated in any category, as identified in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014. (d) Subject Air Transport Association (ATA) of America Code 53, Fuselage. This AD was prompted by reports of cracked antenna support channels, skin cracking underneath the number 2 VHF antenna, and cracking in the frames attached to the internal support structure. We are issuing this AD to detect and correct skin cracking of the fuselage that could result in separation of the antenna from the airplane and rapid depressurization of the cabin. (f) Compliance PART 39—AIRWORTHINESS DIRECTIVES Comply with this AD within the compliance times specified, unless already done. 1. The authority citation for part 39 continues to read as follows: (g) Inspection and Follow-on Actions: Group 1 ■ Authority: 49 U.S.C. 106(g), 40113, 44701. We 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 Cost per product § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ The Boeing Company: Docket No. FAA– 2015–2462; Directorate Identifier 2014 NM–224–AD. PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 For airplanes identified as Group 1 in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014: Within 120 days after the effective date of this AD, inspect for cracking at the number 2 VHF antenna location, and do all applicable follow-on actions, using a method approved in accordance with the procedures specified in paragraph (m) of this AD. E:\FR\FM\20JYP1.SGM 20JYP1 Federal Register / Vol. 80, No. 138 / Monday, July 20, 2015 / Proposed Rules mstockstill on DSK4VPTVN1PROD with PROPOSALS (h) Inspection and Follow-on Actions: Groups 2 through 6, Configurations 1 through 3 For airplanes identified as Groups 2 through 6, configurations 1 through 3 in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014: Within 1,250 flight cycles after the effective date of this AD, do an external detailed inspection for cracking of the fuselage skin, as applicable, and do all corrective actions, in accordance with Part 1 of the Accomplishment Instructions of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014. Thereafter, at the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, except as required by paragraph (l)(1) of this AD: Do all applicable actions specified in paragraphs (h)(1) through (h)(4) of this AD. (1) Repeat the Part 1 inspection specified in paragraph (h) of this AD until the accomplishment of paragraphs (k)(1) and (k)(2) of this AD, as applicable. (2) Inspect for cracking at the number 2 VHF antenna location using internal and external detailed inspections, internal and external high frequency eddy current (HFEC) inspections, and an HFEC open-hole inspection, in accordance with Part 2 of the Accomplishment Instructions of Boeing Special Attention Service Bulletin 737–53– 1159, Revision 1, dated October 20, 2014. Repeat the inspections until the accomplishment of paragraphs (k)(1) and (k)(2) of this AD, as applicable. (3) Repair any crack found, in accordance with Part 3 of the Accomplishment Instructions of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, except as required by paragraph (l)(2) of this AD. (4) Do a preventive modification, in accordance with Part 4 of the Accomplishment Instructions of Boeing Special Attention Service Bulletin 737 53 1159, Revision 1, dated October 20, 2014, except as specified in paragraph (l)(2) of this AD. The accomplishment of this preventive modification terminates the inspections required by paragraphs (g), (g)(1), and (h)(2) of this AD. (i) Inspection and Follow-on Actions: Groups 3 through 6, Configuration 4 For airplanes identified as Groups 3 through 6, Configuration 4, in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014: At the applicable time specified in table 10 of paragraph 1.E., ‘‘Compliance,’’ of Boeing Special Attention Service Bulletin 737–53– 1159, Revision 1, dated October 20, 2014; Do an external detailed inspection for cracking at the outer row of fasteners common to the internal repair doubler, and do an internal general visual inspection for cracking on the modified internal support structure of the number 2 VHF antenna, skin, and surrounding stringers, channel, and frames, in accordance with the Accomplishment Instructions of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014. VerDate Sep<11>2014 16:10 Jul 17, 2015 Jkt 235001 (1) If any cracking is found, before further flight, repair using a method approved in accordance with the procedures specified in paragraph (m) of this AD. (2) If no cracking is found, repeat the inspections at the time specified in table 10 of paragraph 1.E., ‘‘Compliance,’’ of Boeing SB 737–53–1159, Revision 1, dated October 20, 2014. (j) Post Repair/Post Modification Inspections For airplanes identified as Group 2, Configuration 1, and Groups 3 through 6, Configurations 1 through 3, in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014: The postrepair/post-modification inspections specified in tables 7 through 9 of paragraph 1.E., ‘‘Compliance’’ of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, are not required by this AD. Note 1 to paragraph (j) of this AD: The post-repair/post-modification inspections specified in tables 7 through 9 of paragraph 1.E., ‘‘Compliance’’ of Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, may be used in support of compliance with section 121.1109(c)(2) or 129.109(b)(2) for the Federal Aviation Regulations (14 CFR 121.1109(c)(2) or 14 CFR 129.109(b)(2)). (k) Terminating Action Provisions The following describes terminating action for the airplane groups and configurations, as identified in Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014. (1) For airplanes in Group 2, Configuration 2; and Groups 3 through 6, Configuration 2: Accomplishment of the inspections specified in paragraph (h)(2) of this AD terminates the repetitive inspection requirements of paragraph (h)(1) of this AD. (2) For airplanes in Group 2, Configuration 1, and Groups 3 through 6, Configuration 1, 2, and 3: Accomplishment of the repair specified in paragraph (h)(3) of this AD terminates the repetitive inspections specified in paragraph (h)(1) and (h)(2) of this AD. (3) For airplanes in Group 2, Configuration 1; and Groups 3 through 6, Configurations 1 and 3: Accomplishment of the preventive modification specified in paragraph (h)(4) of this AD terminates the initial and repetitive inspections specified in paragraphs (h), (h)(1), and (h)(2) of this AD. (l) Exception to Service Bulletin Specifications (1) Where Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014 compliance is ‘‘after the Revision 1 date of this service bulletin,’’ this AD requires compliance within the specified compliance time after the effective date of this AD. Do the inspection, in accordance with the Accomplishment Instructions of the Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014. (2) Where Boeing Special Attention Service Bulletin 737–53–1159, Revision 1, dated October 20, 2014, specifies to contact Boeing PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 42759 for appropriate action, and specifies that action as ‘‘RC’’ (Required for Compliance): Before further flight, repair the cracking using a method approved in accordance with the procedures specified in paragraph (m) of this AD. (m) Alternative Methods of Compliance (AMOCs) (1) The Manager, Los Angeles 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 (n)(2) of this AD. (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 Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Los Angeles 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) For service information that contains steps that are labeled as Required for Compliance (RC), the provisions of paragraphs (m)(4)(i) and (m)(4)(ii) apply. (i) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. (ii) Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. (n) Related Information (1) For more information about this AD, contact Wayne Lockett, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6447; fax: 425–917–6590; email: wayne.lockett@faa.gov. (2) For information on AMOCs, contact Nenita Odesa, Aerospace Engineer, Airframe Branch, ANM–120L, FAA, Los Angeles Aircraft Certification Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 90712– 4137; phone: 562–627–5210; fax: 562–627– 5234; email: nenita.odesa@faa.gov. (3) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P. O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206– 544–5000, extension 1; fax 206–766–5680; Internet https://www.myboeingfleet.com. You E:\FR\FM\20JYP1.SGM 20JYP1 42760 Federal Register / Vol. 80, No. 138 / Monday, July 20, 2015 / Proposed Rules may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. Issued in Renton, Washington, on July 10, 2015. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–17688 Filed 7–17–15; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 71 [Docket No. FAA–2015–1137; Airspace Docket No. 15–ANM–4] Proposed Amendment of Class E Airspace; Portland, OR Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: This action proposes to modify Class E surface area airspace designated as an extension to the Class C airspace, and Class E airspace extending upward from 700 feet above the surface at Portland International Airport, Portland, OR. After reviewing the airspace, the FAA found the Portland VHF omnidirectional radio range/distance measuring equipment (VOR/DME) and Laker non-directional beacon (NDB) have been decommissioned, thereby necessitating airspace redesign for the safety and management of Instrument Flight Rules (IFR) operations at the airport. This proposal also would correct the geographic coordinates of the airport. DATES: Comments must be received on or before September 3, 2015. ADDRESSES: Send comments on this proposal to the U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590; telephone (202) 366–9826. You must identify FAA Docket No. FAA–2015–1137; Airspace Docket No. 15–ANM–4, at the beginning of your comments. You may also submit comments through the Internet at https://www.regulations.gov. You may review the public docket containing the proposal, any comments received, and any final disposition in person in the Dockets Office between 9:00 a.m. and 5:00 p.m., Monday through Friday, except Federal holidays. The Docket Office (telephone 1–800–647–5527), is mstockstill on DSK4VPTVN1PROD with PROPOSALS SUMMARY: VerDate Sep<11>2014 16:10 Jul 17, 2015 Jkt 235001 on the ground floor of the building at the above address. FAA Order 7400.9Y, Airspace Designations and Reporting Points, and subsequent amendments can be viewed online at https://www.faa.gov/air_traffic/ publications/. The Order is also available for inspection 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 https:// www.archives.gov/federal_register/ code_of_federal-regulations/ibr_ locations.html. FAA Order 7400.9, Airspace Designations and Reporting Points, is published yearly and effective on September 15. For further information, you can contact the Airspace Policy and Regulations Group, Federal Aviation Administration, 800 Independence Avenue, SW., Washington, DC, 20591; telephone: 202–267–8783. FOR FURTHER INFORMATION CONTACT: Steve Haga, Federal Aviation Administration, Operations Support Group, Western Service Center, 1601 Lind Avenue SW., Renton, WA 98057; telephone (425) 203–4563. SUPPLEMENTARY INFORMATION: Authority for This Rulemaking The FAA’s authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. 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. This rulemaking is promulgated under the authority described in Subtitle VII, Part, A, Subpart I, Section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority as it would amend Class E airspace at Portland International Airport, Portland, OR. Comments Invited Interested parties are invited to participate in this proposed rulemaking by submitting such written data, views, or arguments, as they may desire. Comments that provide the factual basis supporting the views and suggestions presented are particularly helpful in developing reasoned regulatory decisions on the proposal. Comments are specifically invited on the overall regulatory, aeronautical, economic, environmental, and energy-related aspects of the proposal. Communications should identify both PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 docket numbers and be submitted in triplicate to the address listed above. Commenters wishing the FAA to acknowledge receipt of their comments on this notice must submit with those comments a self-addressed, stamped postcard on which the following statement is made: ‘‘Comments to Docket No. FAA–2015–1137; Airspace Docket No. 15–ANM–4.’’ The postcard will be date/time stamped and returned to the commenter. Availability of NPRMs An electronic copy of this document may be downloaded through the Internet at https://www.regulations.gov. Recently published rulemaking documents can also be accessed through the FAA’s Web page at https:// www.faa.gov/airports_airtraffic/air_ traffic/publications/airspace_ amendments/. You may review the public docket containing the proposal, any comments received, and any final disposition in person in the Dockets Office (see the ADDRESSES section for the address and phone number) between 9:00 a.m. and 5:00 p.m., Monday through Friday, except federal holidays. An informal docket may also be examined during normal business hours at the Northwest Mountain Regional Office of the Federal Aviation Administration, Air Traffic Organization, Western Service Center, Operations Support Group, 1601 Lind Avenue SW., Renton, WA 98057. Persons interested in being placed on a mailing list for future NPRMs should contact the FAA’s Office of Rulemaking, (202) 267–9677, for a copy of Advisory Circular No. 11–2A, Notice of Proposed Rulemaking Distribution System, which describes the application procedure. Availability and Summary of Documents Proposed for Incorporation by Reference This document proposes to amend FAA Order 7400.9Y, Airspace Designations and Reporting Points, dated August 6, 2014, and effective September 15, 2014. FAA Order 7400.9Y is publicly available as listed in the ADDRESSES section of this proposed rule. FAA Order 7400.9Y lists Class A, B, C, D, and E airspace areas, air traffic service routes, and reporting points. The Proposal The FAA is proposing an amendment to Title 14 Code of Federal Regulations (14 CFR) Part 71 by modifying Class E airspace designated as an extension to Class C airspace, and Class E airspace extending upward from 700 feet above the surface at Portland International Airport, Portland, OR. A review of the E:\FR\FM\20JYP1.SGM 20JYP1

Agencies

[Federal Register Volume 80, Number 138 (Monday, July 20, 2015)]
[Proposed Rules]
[Pages 42756-42760]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-17688]


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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-2462; Directorate Identifier 2014-NM-224-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: We propose to adopt a new airworthiness directive (AD) for 
certain The Boeing Company Model 737-100, -200, -200C, -300, -400, -500 
series airplanes. This proposed AD was prompted by reports of cracked 
antenna support channels, skin cracking underneath the number 2 very 
high frequency (VHF) antenna, and cracking in the frames attached to 
the internal support structure. This proposed AD would require 
repetitive inspections to determine the condition of the skin and the 
internal support structure, and follow-on actions including corrective 
action as necessary. We are proposing this AD to detect and correct 
skin cracking of the fuselage which could result in separation of the 
number 2 VHF antenna from the airplane and rapid depressurization of 
the cabin.

DATES: We must receive comments on this proposed AD by September 3, 
2015.

[[Page 42757]]


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 https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, P. 
O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000, 
extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. 
You may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information 
on the availability of this material at the FAA, call 425-227-1221. It 
is also available on the Internet at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2015-2462.

Examining the AD Docket

    You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
2462; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this proposed AD, the regulatory evaluation, any comments 
received, and other information. The street address for the Docket 
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6447; fax: 425-917-6590; email: wayne.lockett@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under the ADDRESSES section. Include ``Docket No. FAA-2015-2462; 
Directorate Identifier 2014-NM-224-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 https://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

    We have received reports of cracked antenna support channels, skin 
cracking underneath the number 2 VHF antenna, and cracking in the 
frames attached to the internal support structure. The cracking is 
caused when the nose gear is let down, resulting in turbulent airflow 
around the antenna. The turbulent airflow causes vibration in the 
antenna, which results in the skin, as well as the internal support 
structure and frames, to crack due to fatigue. This condition, if not 
corrected, could result in separation of the antenna from the airplane 
and rapid depressurization of the cabin.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Special Attention Service Bulletin 737-53-1159, 
Revision 1, dated October 20, 2014. The service information describes 
procedures for repetitive inspections to determine the condition of the 
skin and the internal support structure, and follow-on actions 
including corrective action as necessary. This service information is 
reasonably available because the interested parties have access to it 
through their normal course of business or by the means identified in 
the ADDRESSES section of this NPRM.

FAA's Determination

    We are proposing this AD because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design.

Proposed AD Requirements

    This proposed AD would require accomplishing the actions specified 
in the service information identified previously, except as discussed 
under ``Differences Between this Proposed AD and the Service 
Information.''

Difference Between This Proposed AD and the Service Information

    Tables 7, 8, and 9 in paragraph 1.E., ``Compliance,'' of Boeing 
Special Attention Service Bulletin 737-53-1159, Revision 1, dated 
October 20, 2014, specify post-modification and post-repair 
inspections, which may be used in support of compliance with section 
121.1109(c)(2) or 129.109(b)(2) of the Federal Aviation Regulations 14 
CFR 121.1109(c)(2) or 129.109(b)(2)). However, this NPRM does not 
propose to require those post-modification and post-repair inspections. 
This difference has been coordinated with Boeing.
    Boeing Special Attention Service Bulletin 737-53-1159, Revision 1, 
dated October 20, 2014, 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.

Explanation of ``RC (Required for Compliance)'' Steps in Service 
Information

    The FAA worked in conjunction with industry, under the 
Airworthiness Directive Implementation Aviation Rulemaking Committee 
(ARC), to enhance the AD system. One enhancement was a new process for 
annotating which steps in the service information are required for 
compliance with an AD. Differentiating these steps from other tasks in 
the service information is expected to improve an owner's/operator's 
understanding of crucial AD requirements and help provide consistent 
judgment in AD compliance. The steps identified as RC (required for 
compliance) in any service information identified previously have a 
direct effect on detecting, preventing, resolving, or eliminating an 
identified unsafe condition.
    For service information that contains steps that are labeled as 
Required for Compliance (RC), the following provisions apply: (1) The 
steps labeled as RC, including substeps under an RC step and any 
figures identified in an RC step, must be done to comply with the AD, 
and an alternative method of compliance (AMOC) is required for any 
deviations to RC steps, including substeps and identified figures; and 
(2)

[[Page 42758]]

steps not labeled as RC may be deviated from using accepted methods in 
accordance with the operator's maintenance or inspection program 
without obtaining approval of an AMOC, provided the RC steps, including 
substeps and identified figures, can still be done as specified, and 
the airplane can be put back in an airworthy condition.

Costs of Compliance

    We estimate that this proposed AD affects 609 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated costs
----------------------------------------------------------------------------------------------------------------
                                                                                                Cost on U.S.
        Action                  Labor cost             Parts cost       Cost per product          operators
----------------------------------------------------------------------------------------------------------------
Inspections...........  33 work-hours x $85 per                 $0   $2,805 per inspection  $1,708,245 per
                         hour = $2,805 per                            cycle.                 inspection cycle.
                         inspection cycle.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary [repairs/
modifications] that would be required based on the results of the 
proposed inspection. We have no way of determining the number of 
aircraft that might need these repairs/modifications.

                                               On-condition costs
----------------------------------------------------------------------------------------------------------------
               Action                            Labor cost                Parts cost        Cost per product
----------------------------------------------------------------------------------------------------------------
Repair and Preventive Modification..  63 work-hours x $85 per hour =           $10,432   Up to $15,787.
                                       $5,355.
----------------------------------------------------------------------------------------------------------------

    According to the manufacturer, some of the costs of this proposed 
AD may be covered under warranty, thereby reducing the cost impact on 
affected individuals. We do not control warranty coverage for affected 
individuals. As a result, we have included all costs in our cost 
estimate.

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 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 this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

The Boeing Company: Docket No. FAA-2015-2462; Directorate Identifier 
2014 NM-224-AD.

(a) Comments Due Date

    We must receive comments by September 3, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certificated in any 
category, as identified in Boeing Special Attention Service Bulletin 
737-53-1159, Revision 1, dated October 20, 2014.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted by reports of cracked antenna support 
channels, skin cracking underneath the number 2 VHF antenna, and 
cracking in the frames attached to the internal support structure. 
We are issuing this AD to detect and correct skin cracking of the 
fuselage that could result in separation of the antenna from the 
airplane and rapid depressurization of the cabin.

(f) Compliance

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

(g) Inspection and Follow-on Actions: Group 1

    For airplanes identified as Group 1 in Boeing Special Attention 
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014: 
Within 120 days after the effective date of this AD, inspect for 
cracking at the number 2 VHF antenna location, and do all applicable 
follow-on actions, using a method approved in accordance with the 
procedures specified in paragraph (m) of this AD.

[[Page 42759]]

(h) Inspection and Follow-on Actions: Groups 2 through 6, 
Configurations 1 through 3

    For airplanes identified as Groups 2 through 6, configurations 1 
through 3 in Boeing Special Attention Service Bulletin 737-53-1159, 
Revision 1, dated October 20, 2014: Within 1,250 flight cycles after 
the effective date of this AD, do an external detailed inspection 
for cracking of the fuselage skin, as applicable, and do all 
corrective actions, in accordance with Part 1 of the Accomplishment 
Instructions of Boeing Special Attention Service Bulletin 737-53-
1159, Revision 1, dated October 20, 2014. Thereafter, at the 
applicable time specified in paragraph 1.E., ``Compliance,'' of 
Boeing Special Attention Service Bulletin 737-53-1159, Revision 1, 
dated October 20, 2014, except as required by paragraph (l)(1) of 
this AD: Do all applicable actions specified in paragraphs (h)(1) 
through (h)(4) of this AD.
    (1) Repeat the Part 1 inspection specified in paragraph (h) of 
this AD until the accomplishment of paragraphs (k)(1) and (k)(2) of 
this AD, as applicable.
    (2) Inspect for cracking at the number 2 VHF antenna location 
using internal and external detailed inspections, internal and 
external high frequency eddy current (HFEC) inspections, and an HFEC 
open-hole inspection, in accordance with Part 2 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1159, Revision 1, dated October 20, 2014. Repeat the 
inspections until the accomplishment of paragraphs (k)(1) and (k)(2) 
of this AD, as applicable.
    (3) Repair any crack found, in accordance with Part 3 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1159, Revision 1, dated October 20, 2014, except as 
required by paragraph (l)(2) of this AD.
    (4) Do a preventive modification, in accordance with Part 4 of 
the Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737 53 1159, Revision 1, dated October 20, 2014, except as 
specified in paragraph (l)(2) of this AD. The accomplishment of this 
preventive modification terminates the inspections required by 
paragraphs (g), (g)(1), and (h)(2) of this AD.

(i) Inspection and Follow-on Actions: Groups 3 through 6, Configuration 
4

    For airplanes identified as Groups 3 through 6, Configuration 4, 
in Boeing Special Attention Service Bulletin 737-53-1159, Revision 
1, dated October 20, 2014: At the applicable time specified in table 
10 of paragraph 1.E., ``Compliance,'' of Boeing Special Attention 
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014; Do 
an external detailed inspection for cracking at the outer row of 
fasteners common to the internal repair doubler, and do an internal 
general visual inspection for cracking on the modified internal 
support structure of the number 2 VHF antenna, skin, and surrounding 
stringers, channel, and frames, in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
    (1) If any cracking is found, before further flight, repair 
using a method approved in accordance with the procedures specified 
in paragraph (m) of this AD.
    (2) If no cracking is found, repeat the inspections at the time 
specified in table 10 of paragraph 1.E., ``Compliance,'' of Boeing 
SB 737-53-1159, Revision 1, dated October 20, 2014.

(j) Post Repair/Post Modification Inspections

    For airplanes identified as Group 2, Configuration 1, and Groups 
3 through 6, Configurations 1 through 3, in Boeing Special Attention 
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014: 
The post-repair/post-modification inspections specified in tables 7 
through 9 of paragraph 1.E., ``Compliance'' of Boeing Special 
Attention Service Bulletin 737-53-1159, Revision 1, dated October 
20, 2014, are not required by this AD.

    Note 1 to paragraph (j) of this AD: The post-repair/post-
modification inspections specified in tables 7 through 9 of 
paragraph 1.E., ``Compliance'' of Boeing Special Attention Service 
Bulletin 737-53-1159, Revision 1, dated October 20, 2014, may be 
used in support of compliance with section 121.1109(c)(2) or 
129.109(b)(2) for the Federal Aviation Regulations (14 CFR 
121.1109(c)(2) or 14 CFR 129.109(b)(2)).

(k) Terminating Action Provisions

    The following describes terminating action for the airplane 
groups and configurations, as identified in Boeing Special Attention 
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
    (1) For airplanes in Group 2, Configuration 2; and Groups 3 
through 6, Configuration 2: Accomplishment of the inspections 
specified in paragraph (h)(2) of this AD terminates the repetitive 
inspection requirements of paragraph (h)(1) of this AD.
    (2) For airplanes in Group 2, Configuration 1, and Groups 3 
through 6, Configuration 1, 2, and 3: Accomplishment of the repair 
specified in paragraph (h)(3) of this AD terminates the repetitive 
inspections specified in paragraph (h)(1) and (h)(2) of this AD.
    (3) For airplanes in Group 2, Configuration 1; and Groups 3 
through 6, Configurations 1 and 3: Accomplishment of the preventive 
modification specified in paragraph (h)(4) of this AD terminates the 
initial and repetitive inspections specified in paragraphs (h), 
(h)(1), and (h)(2) of this AD.

(l) Exception to Service Bulletin Specifications

    (1) Where Boeing Special Attention Service Bulletin 737-53-1159, 
Revision 1, dated October 20, 2014 compliance is ``after the 
Revision 1 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD. Do the inspection, in accordance with the 
Accomplishment Instructions of the Boeing Special Attention Service 
Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
    (2) Where Boeing Special Attention Service Bulletin 737-53-1159, 
Revision 1, dated October 20, 2014, specifies to contact Boeing for 
appropriate action, and specifies that action as ``RC'' (Required 
for Compliance): Before further flight, repair the cracking using a 
method approved in accordance with the procedures specified in 
paragraph (m) of this AD.

(m) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Los Angeles 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 (n)(2) of this AD.
    (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 Boeing 
Commercial Airplanes Organization Designation Authorization (ODA) 
that has been authorized by the Manager, Los Angeles 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) For service information that contains steps that are labeled 
as Required for Compliance (RC), the provisions of paragraphs 
(m)(4)(i) and (m)(4)(ii) apply.
    (i) The steps labeled as RC, including substeps under an RC step 
and any figures identified in an RC step, must be done to comply 
with the AD. An AMOC is required for any deviations to RC steps, 
including substeps and identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted 
methods in accordance with the operator's maintenance or inspection 
program without obtaining approval of an AMOC, provided the RC 
steps, including substeps and identified figures, can still be done 
as specified, and the airplane can be put back in an airworthy 
condition.

(n) Related Information

    (1) For more information about this AD, contact Wayne Lockett, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6447; fax: 425-917-6590; email: 
wayne.lockett@faa.gov.
    (2) For information on AMOCs, contact Nenita Odesa, Aerospace 
Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft 
Certification Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 
90712-4137; phone: 562-627-5210; fax: 562-627-5234; email: 
nenita.odesa@faa.gov.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P. O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You

[[Page 42760]]

may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.

    Issued in Renton, Washington, on July 10, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-17688 Filed 7-17-15; 8:45 am]
 BILLING CODE 4910-13-P
This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.