Airworthiness Directives; The Boeing Company Airplanes, 69839-69846 [2015-26616]
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Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations
We agree. We revised paragraph (c),
Applicability, of this AD to read: ‘‘This
AD applies to all General Electric
Company (GE) GEnx–1B model turbofan
engines with oil filler cap, part number
(P/N) 2349M62G01, installed, that do
not contain any of the following
markings after the P/N on the oil filler
cap scupper: ‘‘P/M BALL PP,’’ or ‘‘RW,’’
or ‘‘79–0022.’’
Conclusion
We reviewed the relevant data,
considered the comment received, and
determined that air safety and the
public interest require adopting this AD
with the change described previously.
We determined that this change will not
increase the economic burden on any
operator or increase the scope of this
AD.
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
Costs of Compliance
We estimate that this AD affects 86
engines installed on airplanes of U.S.
registry. We also estimate that it will
take about 1 hour per engine to comply
with this AD. The average labor rate is
$85 per hour. Required parts cost about
$11 per engine. Based on these figures,
we estimate the cost of the AD to U.S.
operators to be $8,256.
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Related Service Information
We reviewed GE GEnx–1B Service
Bulletin (SB) No. 79–0022, Revision 1,
dated May 13, 2015. The SB describes
procedures for removing and replacing
the ball valve in the oil filler cap.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
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
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
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17:30 Nov 10, 2015
Jkt 238001
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2015–23–04 General Electric Company:
Amendment 39–18320; Docket No.
FAA–2015–1658; Directorate Identifier
2015–NE–18–AD.
(a) Effective Date
This AD is effective December 17, 2015.
(b) Affected ADs
None.
(d) Unsafe Condition
This AD was prompted by reports of
GEnx–1B engine oil loss. We are issuing this
AD to prevent loss of engine oil, which could
lead to failure of one or more engines, loss
of thrust control, and damage to the airplane.
Frm 00003
Fmt 4700
(e) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(1) Within 360 cycles in service after the
effective date of this AD, remove the ball
valve, P/N 2349M68P01, from the affected oil
filler cap and replace with a part eligible for
installation.
(2) Reserved.
(f) Alternative Methods of Compliance
(AMOCs)
The Manager, Engine Certification Office,
FAA, may approve AMOCs to this AD. Use
the procedures found in 14 CFR 39.19 to
make your request. You may email your
request to: ANE-AD-AMOC@faa.gov.
(g) Related Information
(1) For more information about this AD,
contact Christopher McGuire, Aerospace
Engineer, Engine Certification Office, FAA,
Engine & Propeller Directorate, 12 New
England Executive Park, Burlington, MA
01803; phone: 781–238–7120; fax: 781–238–
7199; email: chris.mcguire@faa.gov.
(2) GE GEnx–1B SB No. 79–0022, Revision
1, dated May 13, 2015, which is not
incorporated by reference in this AD, can be
obtained from GE using the contact
information in paragraph (g)(3) of this AD.
(3) For service information identified in
this AD, contact General Electric Company,
GE Aviation, Room 285, 1 Neumann Way,
Cincinnati, OH 45215; phone: 513–552–3272;
email: geae.aoc@ge.com.
(4) You may view this service information
at the FAA, Engine & Propeller Directorate,
12 New England Executive Park, Burlington,
MA. For information on the availability of
this material at the FAA, call 781–238–7125.
Issued in Burlington, Massachusetts, on
November 4, 2015.
Carlos Pestana,
Acting Directorate Manager, Engine &
Propeller Directorate, Aircraft Certification
Service.
[FR Doc. 2015–28747 Filed 11–10–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
(c) Applicability
This AD applies to all General Electric
Company (GE) GEnx–1B model turbofan
engines with oil filler cap, part number (P/
N) 2349M62G01, installed, that do not
contain any of the following markings after
the P/N on the oil filler cap scupper: ‘‘P/M
BALL PP,’’ or ‘‘RW,’’ or ‘‘79–0022.’’
PO 00000
69839
Sfmt 4700
[Docket No. FAA–2014–0454; Directorate
Identifier 2013–NM–138–AD; Amendment
39–18298; AD 2015–21–06]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2002–07–
08 for certain The Boeing Company
SUMMARY:
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Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations
Model 737 airplanes. AD 2002–07–08
required repetitive inspections for
cracking of the lower skin at the lower
row of fasteners in the lap joints of the
fuselage; repair of any cracking found;
modification of the fuselage lap joints at
certain locations, which terminated the
repetitive inspections of the modified
areas; and replacement of a certain
preventive modification with an
improved modification. This new AD
adds repetitive inspections for cracking
at certain window corner fastener holes,
a preventive modification, and repair if
necessary. This AD was prompted by
the FAA’s determination that certain
modifications of the fuselage lap joints
do not provide an adequate level of
safety, and the subsequent discovery of
cracks in additional fastener locations in
the window belt skin panels, adjacent
stringers, and window frames in
locations outside the previous
inspection area. We are issuing this AD
to detect and correct fatigue cracking of
the fuselage lap joints and window belt
skin panels, which could result in
reduced structural integrity and sudden
decompression of the airplane.
DATES: This AD is effective December
17, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of December 17, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain other publications listed in
this AD as of May 17, 2002 (67 FR
17917, April 12, 2002).
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221. It is also available
on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0454.
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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–2014–
0454; 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
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contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Docket 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:
Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles Aircraft Certification
Office (ACO), 3960 Paramount
Boulevard, Lakewood, CA 90712–4137;
phone: 562–627–5264; fax: 562–627–
5210; email: Jennifer.Tsakoumakis@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2002–07–08,
Amendment 39–12702 (67 FR 17917,
April 12, 2002). AD 2002–07–08 applied
to certain The Boeing Company Model
737 airplanes. The NPRM published in
the Federal Register on July 23, 2014
(79 FR 42710). The NPRM was
prompted by the FAA’s determination
that certain modifications of the
fuselage lap joints do not provide an
adequate level of safety, and the
subsequent discovery of cracks in
additional fastener locations in the
window belt skin panels, adjacent
stringers and window frames in
locations outside the previous
inspection area. The NPRM proposed to
continue to require repetitive
inspections for cracking of the lower
skin at the lower row of fasteners in the
lap joints of the fuselage; repair of any
cracking found; modification of the
fuselage lap joints at certain locations,
which would terminate the repetitive
inspections of the modified areas; and
replacement of a certain preventive
modification with an improved
modification. The NPRM also proposed
to require repetitive inspections for
cracking at certain window corner
fastener holes, a preventive
modification, and repair if necessary.
We are issuing this AD to detect and
correct fatigue cracking of the fuselage
lap joints and window belt skin panels,
which could result in reduced structural
integrity and sudden decompression of
the airplane.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM (79 FR 42710,
PO 00000
Frm 00004
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July 23, 2014) and the FAA’s response
to each comment.
Request To Identify New Inspection
Locations
Boeing requested that we revise the
preamble of the NPRM (79 FR 42710,
July 23, 2014), by adding references to
new inspection locations on the
window belt skin panels. Boeing
pointed out that the NPRM preamble
defined structure that has been found to
crack since release of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917,
April 12, 2002). Boeing also indicated
that Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14,
2013, provides inspections for skin
cracking at nine additional fastener
holes in the corners of certain passenger
windows from what is mandated by AD
2002–07–08.
We agree that clarification is
necessary. We have added the
description of the new inspection
locations in the SUMMARY of this final
rule accordingly. The unspecified
inspection areas were accounted for in
paragraph (p) of the proposed AD (79 FR
42710, July 23, 2014), which is retained
in this AD.
Request To Remove Post Repair/
Modification Requirements
Boeing requested that we revise the
NPRM (79 FR 42710, July 23, 2014) to
remove the ‘‘post-repair/alteration and
butt joint repetitive inspections’’
requirement as specified in paragraph
(r) of the proposed AD. Boeing pointed
out that one of the proposed actions,
‘‘post-repair/alteration and butt joint
repetitive inspections,’’ defined in
paragraph (r) of the proposed AD, refers
to damage-tolerance-based structural
post-repair/post-alteration inspections.
Boeing also stated that the inspections
are provided in the service bulletin for
operators’ use to comply with the
operational requirements of 14 CFR part
121.1109 and Part 129.109 and,
therefore, the inspections do not need to
be mandated separately in the NPRM.
We agree with the request. As Boeing
stated, the inspections that were
specified in paragraph (r) of the
proposed AD (79 FR 42710, July 23,
2014) 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 AD does
not require those post-modification
inspections. We have therefore removed
paragraph (r) of the proposed AD and
redesignated subsequent paragraphs
accordingly. We have also revised the
SUMMARY of this final rule to remove
reference to the inspections.
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Request To Reference Related AD
Request for New Exception
Boeing requested that we clarify the
‘‘Difference Between the Proposed AD
and the Service Information’’ section of
the NPRM (79 FR 42710, July 23, 2014),
by adding a reference to AD 2002–07–
11, Amendment 39–12705 (67 FR
17931, April 12, 2002), for Model 737
airplanes, line numbers 1 through 291
inclusive. Boeing pointed out that the
‘‘Difference Between the Proposed AD
and the Service Information’’ section of
the NPRM (79 FR 42710, July 23, 2014)
defined the applicability of the NPRM
as Model 737 airplanes, line numbers
292 through 2565 inclusive, and
explained that Model 737 airplanes, line
numbers 1 through 291 inclusive, have
been addressed by AD 2003–23–03,
Amendment 39–13367 (68 FR 64980,
November 18, 2003). Boeing also
indicated that AD 2002–07–11,
Amendment 39–12705 (67 FR 17931,
April 12, 2002), addresses Model 737
airplanes line numbers 1 through 291
inclusive, and mandates the actions
defined in Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31,
2001.
Although the ‘‘Difference Between the
Proposed AD and the Service
Information’’ section of the NPRM (79
FR 42710, July 23, 2014) is not restated
in this final rule, we agree with the
commenter’s clarification of the
applicability. Paragraph (c) of this AD is
retained as proposed in the NPRM, and
no change has been made to this AD
regarding this issue.
Boeing requested that we clarify
paragraph (m) of the proposed AD (79
FR 42710, July 23, 2014), to include an
exception. Boeing indicated that Boeing
Service Bulletin 737–53A1177, Revision
7, dated June 14, 2013, added an
optional window belt skin panel
replacement as terminating action for
the S–10 and S–14 lap joint inspections
and for the window corner inspections
on Model 737–300 and 737–500
airplanes. Boeing also stated that
paragraph (q) of the proposed AD
addressed the optional terminating
action, and that follow-on inspections
are also necessary for the optional
window belt skin panel replacement,
and paragraph (q) of the proposed AD
should be added as an exception to
paragraph (m) of the proposed AD.
We disagree with the request to
include an exception. Paragraph (q) of
this AD is an optional action and
terminates only paragraph (g) of this
AD. If an operator chooses to use the
modification option in paragraph (q) of
this AD to do the repair required by
paragraph (g) of this AD, the
requirements of paragraph (m) of this
AD have not been terminated, and those
inspections must be accomplished. We
have not changed this AD regarding this
issue.
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Request for Additional Exception
Boeing requested that we clarify
paragraph (g) of the proposed AD (79 FR
42710, July 23, 2014), to include an
additional exception. Boeing pointed
out that paragraph (g) of the proposed
AD provided an exception for paragraph
(h) of the proposed AD to address lap
joint modification (repair) instructions
for certain lap joint areas on 737–200
and 737–200C airplanes. Boeing also
indicated that paragraph (q)(2) of the
proposed AD addresses an optional
terminating action, window belt
replacement for 737–300 and 737–500
airplanes, for the lap joint modification.
Boeing also stated that paragraph (q)(2)
of the proposed AD should be included
as an exception for the lap joint
modification (repair) defined in
paragraph (g) of the proposed AD.
We agree with the request for an
additional exception. We revised
paragraph (g) of this AD to include a
reference to paragraph (q)(2) of this AD
as an exception.
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Request for Additional Instruction
Boeing requested that we clarify
paragraph (m) of the proposed AD (79
FR 42710, July 23, 2014), to include
instruction for any crack found by the
inspections. Boeing stated that
paragraph (m) of the proposed AD
contains follow-on inspections of the
lap joint modification, which are
contained in the Compliance and
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision
7, dated June 14, 2013. Boeing also
stated that if any crack is found during
the follow-on inspections, the
Compliance section of Boeing Service
Bulletin 737–53A1177, Revision 7,
dated June 14, 2013, instructs operators
to contact Boeing for repair instructions;
therefore, reference to paragraph (s)(2)
of the proposed AD should be added to
paragraph (m) of the proposed AD.
We agree with the request to include
instruction for any crack found by the
inspections. The instructions for repair
were inadvertently omitted in paragraph
(m) of AD 2002–07–08, Amendment 39–
12702 (67 FR 17917, April 12, 2002).
The associated service information
recommended that this repair be done
by contacting Boeing for instructions.
However paragraph (s)(2) of the
proposed AD (79 FR 42710, July 23,
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69841
2014) specifically directed operators to
contact the FAA for instructions when
the service information specified to
contact Boeing. We revised paragraph
(m) of this AD to refer to paragraph (t)
of this AD, which provides directions to
request approval of an alternative
method of compliance (AMOC).
Request To Remove Reference to
Paragraphs (m) and (n) of the Proposed
AD (79 FR 42710, July 23, 2014)
Boeing requested that we clarify
paragraph (o) of the proposed AD (79 FR
42710, July 23, 2014), by removing
references to paragraphs (m) and (n) of
the proposed AD. Boeing indicated that
paragraph (o) of the proposed AD
addresses repair of crack damage and
references PART II of the
Accomplishment Instructions of Boeing
Service Bulletin SB 737–53A1177,
Revision 7, dated June 14, 2013. Boeing
also stated that PART II of Boeing
Service Bulletin SB 737–53A1177,
Revision 7, dated June 14, 2013,
provides instructions for repair of cracks
found in the lower skin of the lower row
of the production lap joint, which could
be found by the inspections defined in
paragraphs (i), (j), and (k) of the
proposed AD. Boeing pointed out that
cracks found by the inspections in
paragraphs (m) and (n) of the proposed
AD are addressed individually by the
same paragraphs respectively (with
changes to paragraph (m) of the
proposed AD, as discussed in the
previous comment); therefore, repair of
any crack found during the inspections
in paragraphs (m) and (n) of the
proposed AD should not be included in
paragraph (o) of the proposed AD.
We agree with the request to revise
paragraph (o) of this AD (79 FR 42710,
July 23, 2014) to remove references to
paragraphs (m) and (n) of the AD, for the
reasons provided by the commenter. We
revised paragraph (o) of this AD
accordingly.
Request To Revise Paragraph (q)(1) of
the Proposed AD (79 FR 42710, July 23,
2014)
Boeing requested that we clarify
paragraph (q)(1) of the proposed AD (79
FR 42710, July 23, 2014), by revising the
wording for consistency with paragraph
(q)(2) of the proposed AD, adding
references to inspections in paragraph
(n) of the proposed AD that are
terminated by the actions in paragraph
(q)(2) of the proposed AD, and adding
wording to limit the number of window
inspections that can be terminated by
the replacement panel. Boeing pointed
out that paragraphs (q)(1) and (q)(2) of
the proposed AD address the same
action, replacement of window belt skin
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panels. Boeing also pointed out that the
inspections in paragraph (n) of the
proposed AD, Retained Repetitive HFEC
Inspections of the Window Corners, can
also be terminated by replacement of the
window belt panel and therefore,
wording should be added to paragraph
(q)(1) of the proposed AD to ensure
inspections would only be terminated at
window corners common to the
replaced panel.
We partially agree. We agree to
reword paragraph (q)(1) of this AD
because consistent language makes the
AD easier to read, and replacement of a
panel will terminate the inspections
only for the panel that is replaced. We
disagree to add references to inspections
in paragraph (n) of this AD, as Boeing
proposed. Paragraph (q)(1) of this AD
terminates the actions required by
paragraph (p) of this AD, and doing the
actions required by paragraph (p) of this
AD terminates the inspections required
by paragraph (n) of this AD.
Request To Revise Paragraph (q)(2) of
the Proposed AD (79 FR 42710, July 23,
2014)
Boeing requested that we clarify
paragraph (q)(2) of the proposed AD (79
FR 42710, July 23, 2014), by revising the
wording to show that the optional
window belt skin panel replacement
terminates the lap joint lower row
inspections of AD 2013–09–01,
Amendment 39–17442 (78 FR 27001,
May 9, 2013), rather than terminating
the lap joint modification. Boeing
pointed out that paragraph (q)(2) of the
proposed AD addresses an optional
window belt skin panel replacement.
Boeing also indicated that the skin
panel replacement was included in
Boeing Service Bulletin SB 737–
53A1177, Revision 7, dated June 14,
2013, to provide an option for operators
to terminate the lap joint lower row
inspections, and was mandated by
paragraphs (g) and (i) of AD 2013–09–
01, in lieu of the lap joint modification
which is addressed by paragraph (g) of
the proposed AD.
We agree with the request for the
reasons provided by the commenter.
There is a direct AMOC connection
between the window belt skin panel
replacement and the inspections
required by paragraphs (g) and (i) of this
AD. However, we have added new
paragraph (q)(3) of this AD to explain
that the skin panel replacement
terminates the specified inspections
required by paragraphs (g) and (i) of AD
2013–09–01, Amendment 39–17442 (78
FR 27001, May 9, 2013), for the replaced
skin panel only.
Request To Change FAA Contact
Information
Boeing requested that we clarify
paragraphs (t)(1) and (t)(2) of the
proposed AD (79 FR 42710, July 23,
2014), by revising the wording to
reference the Manager of the Los
Angeles ACO instead of the Manager of
the Seattle ACO. Boeing indicated that
responsibility for the 737 Classic models
(which include the airplanes affected by
this AD) has been transferred from the
Seattle ACO to the Los Angeles ACO
and that authority for approval of
AMOCs for the proposed AD should be
changed from the Manager, Seattle ACO,
to the Manager, Los Angeles ACO.
We infer that Boeing requested that
we clarify paragraphs (t)(1) and (t)(3) of
the proposed AD (79 FR 42710, July 23,
2014).
We agree with the request, and have
revised paragraphs (t)(1) and (t)(3) of
this AD as requested, and included the
following in paragraph (t)(1) of this AD:
9-ANM-LAACO-AMOCRequests@faa.gov. We also revised
paragraph (u) of this AD to include the
appropriate contact information.
Additional Changes to This Final Rule
We have included a new paragraph (s)
in this AD to provide credit for
accomplishing lap joint repair before the
effective date of this AD using Boeing
Service Bulletin 737–53A1177, Revision
4, dated September 2, 1999; Boeing
Service Bulletin 737–53A1177, Revision
5, dated February 15, 2001; or Boeing
Service Bulletin 737–53A1177, Revision
6, dated May 31, 2001. The subsequent
paragraphs have been redesignated
accordingly.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this 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 (79 FR
42710, July 23, 2014) for correcting the
unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (79 FR 42710,
July 23, 2014).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Related Service Information Under 1
CFR Part 51
Boeing has issued Service Bulletin
737–53A1177, Revision 7, dated June
14, 2013. The service information
procedures for repetitive inspections for
cracking of the lower skin at the lower
row of fasteners in the lap joints of the
fuselage; repair of any cracking found;
modification of the fuselage lap joints at
certain locations to terminate the
repetitive inspections of the modified
areas; replacement of a certain
preventive modification with an
improved modification; repetitive
inspections for cracking at certain
window corner fastener holes; a
preventive modification; and repair.
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 AD.
Costs of Compliance
We estimate that this AD affects 247
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS
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Action
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
Retained lap joint modification.
Retained lap joint inspection.
4,650 work-hours × $85
per hour = $395,250.
90 work-hours × $85 per
hour = $7,650 per inspection cycle.
110 work-hours × $85 per
hour = $9,350 per inspection cycle.
Up to $204,000 .................
$599,250 ...........................
$0 ......................................
$7,650 per inspection
cycle.
$95,280,750 (estimated
159 airplanes).
$1,889,550 per inspection
cycle.
$0 ......................................
$9,350 per inspection
cycle.
Retained post-NACA inspection.
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$308,550 per inspection
cycle (estimated 33 airplanes).
Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations
69843
ESTIMATED COSTS—Continued
Cost per
product
Cost on U.S.
operators
Action
Labor cost
Parts cost
Retained window corner inspection.
36 work-hours × $85 per
hour = $3,060 per inspection cycle.
108 work-hours × $85 per
hour = $9,180 per inspection cycle.
$0 ......................................
$3,060 per inspection
cycle.
$755,820 per inspection
cycle.
$0 ......................................
$9,180 per inspection
cycle.
$2,267,460 per inspection
cycle.
New window corner inspection.
ESTIMATED COSTS: OPTIONAL ACTIONS
Action
Labor cost
Parts cost
Cost per
product
New preventive modification ........................................
134 work-hours × $85 per hour = $11,390 ..................
$0
$11,390
We estimate the following costs to do
any necessary corrective actions that
will be required based on the results of
the inspection. We have no way of
determining the number of aircraft that
might need these corrective actions:
ON-CONDITION COSTS
Action
Labor cost
Parts cost
Cost per
product
Window corner repair, per corner ................................
9 work-hours × $85 per hour = $765 ...........................
( 1)
$765
1Parts
fabricated by operator; cost unknown.
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The cost estimate figures discussed
above are based on assumptions that no
operator has yet accomplished any of
the actions required by this AD, and that
no operator will accomplish those
actions in the future if this AD is not
adopted. However, we have been
advised that the lap joint modification
has already been installed on some
affected airplanes. Therefore, based on
the current number of U.S.-registered
airplanes below the threshold of 50,000
total flight cycles, the future economic
cost impact of this AD on U.S. operators
is expected to be less than the cost
impact figure indicated above.
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
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that is likely to exist or develop on
products identified in this rulemaking
action.
the FAA amends 14 CFR part 39 as
follows:
Regulatory Findings
PART 39—AIRWORTHINESS
DIRECTIVES
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,
PO 00000
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1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2002–07–08, Amendment 39–12702 (67
FR 17917, April 12, 2002), and adding
the following new AD:
■
2015–21–06 The Boeing Company:
Amendment 39–18298; Docket No.
FAA–2014–0454; Directorate Identifier
2013–NM–138–AD.
(a) Effective Date
This AD is effective December 17, 2015.
(b) Affected ADs
This AD replaces AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002). Certain provisions of this AD affect
certain requirements of AD 2013–09–01,
Amendment 39–17442 (78 FR 27001, May 9,
2013).
(c) Applicability
This AD applies to The Boeing Company
Model 737–200, –200C, –300, –400, and –500
series airplanes, certificated in any category,
line numbers 292 through 2565 inclusive.
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(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an evaluation by
the design approval holder (DAH) indicating
that certain fuselage lap joints are subject to
widespread fatigue damage (WFD). We are
issuing this AD to detect and correct fatigue
cracking of the fuselage lap joints, which
could result in reduced structural integrity
and sudden decompression of the airplane.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Lap Joint Modification
(Repair)—Crown Areas
This paragraph restates the actions
required by paragraph (g) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
Except as provided by paragraphs (h) and
(q)(2) of this AD: Install the lap joint repair
as specified in Part 1.E.1. (‘‘Compliance’’) of
Boeing Service Bulletin 737–53A1177,
Revision 4, dated September 2, 1999; Boeing
Service Bulletin 737–53A1177, Revision 5,
dated February 15, 2001; or Boeing Service
Bulletin 737–53A1177, Revision 6, dated
May 31, 2001; per PART III or IV (‘‘Lap Joint
Repair’’), as applicable; or Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013; per PART III, IV, VI, or VII
(‘‘Lap Joint Modification (Repair)’’), as
applicable, of the Accomplishment
Instructions of the applicable service
bulletin; at the time specified in paragraph
(g)(1), (g)(2), (g)(3), (g)(4), or (g)(5) of this AD,
as applicable. Accomplishment of this repair
terminates the repetitive inspections required
by paragraph (j) of this AD. As of the effective
date of this AD, only Boeing Service Bulletin
737–53A1177, Revision 7, dated June 14,
2013, may be used to do the actions required
by this paragraph. A lap splice modification
(repair) done in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013, terminates the
inspections required by paragraphs (g) and (i)
of AD 2013–09–01, Amendment 39–17442
(78 FR 27001, May 9, 2013), for the modified
(repaired) area only.
(1) For airplanes that have accumulated
70,000 total flight cycles or more as of May
17, 2002 (the effective date of AD 2002–07–
08, Amendment 39–12702 (67 FR 17917,
April 12, 2002)): Within 600 flight cycles
after May 17, 2002, do the lap joint repair.
(2) For airplanes that have accumulated
65,000 total flight cycles or more, but fewer
than 70,000 total flight cycles as of May 17,
2002 (the effective date of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002)): Do the repair at the later of the
times specified in paragraphs (g)(2)(i) and
(g)(2)(ii) of this AD.
(i) Before the accumulation of 70,000 total
flight cycles.
(ii) Within 600 flight cycles after May 17,
2002 (the effective date of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002)).
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(3) For airplanes that have accumulated
45,000 total flight cycles or more, but fewer
than 65,000 total flight cycles as of May 17,
2002 (the effective date of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002)): Within 5,000 flight cycles after
May 17, 2002.
(4) For airplanes that have accumulated
less than 45,000 total flight cycles as of May
17, 2002 (the effective date of AD 2002–07–
08, Amendment 39–12702 (67 FR 17917,
April 12, 2002)): Before the accumulation of
50,000 total flight cycles.
(5) Notwithstanding the times specified in
paragraphs (g)(1), (g)(2), (g)(3), and (g)(4) of
this AD, for airplanes on which the
‘‘Preventive Change’’ (NACA modification)
has been accomplished per PART III of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1177, Revision 1,
dated September 19, 1996; Revision 2, dated
July 24, 1997; or Revision 3, dated September
18, 1997: Within 18,000 flight cycles after
accomplishment of the NACA modification.
(h) Retained Lap Joint Modification for
Certain Airplanes
This paragraph restates the requirements of
paragraph (h) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information
and revised airplane groups.
(1) For airplanes identified as Groups 3 and
5 in Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001: Install the
lap joint repair at stringers 4R and 10R, as
specified in Part 1.E.1. (‘‘Compliance’’) of
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001, at the time
specified in paragraph (g)(1), (g)(2), (g)(3),
(g)(4), or (g)(5) of this AD, as applicable,
using a method approved in accordance with
the procedures specified in paragraph (t) of
this AD.
(2) For airplanes identified in Groups 6, 7,
and 8 in Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013:
Install the lap joint repair at stringers 4R and
10R, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013, at
the time specified in paragraph (g)(1), (g)(2),
(g)(3), (g)(4), or (g)(5) of this AD, as
applicable, unless previously accomplished
as specified in paragraph (h)(1) of this AD.
(i) Retained Repetitive Low Frequency Eddy
Current (LFEC) Inspections—Outside Crown
Areas
This paragraph restates the actions
required by paragraph (i) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
Before the accumulation of 70,000 total flight
cycles, or within 2,500 flight cycles after May
17, 2002 (the effective date of AD 2002–07–
08), whichever comes later: Do an LFEC
inspection to find cracking of the lap joints
of the fuselage, as specified in Part 1.E.2.
(‘‘Compliance’’) of Boeing Service Bulletin
737–53A1177, Revision 6, dated May 31,
2001; or Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013;
and as identified in Figures 2 through 6 of
the Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 6,
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dated May 31, 2001; or as identified in
Figures 50 through 64 of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013. Do the inspection per
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001; or Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013. As of the effective date
of this AD, only Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
may be used to do the actions required by
this paragraph. Repeat the inspection after
that at intervals not to exceed 5,000 flight
cycles.
(j) Retained Post-NACA Modification
Inspections—Crown Areas
This paragraph restates the actions
required by paragraph (j) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
For airplanes that have the ‘‘Preventive
Change’’ (NACA modification) of the crown
lap joint stringers (‘‘Crown Laps’’) done per
PART III of the Accomplishment Instructions
of Boeing Alert Service Bulletin 737–
53A1177, Revision 1, dated September 19,
1996; Boeing Service Bulletin 737–53A1177,
Revision 2, dated July 24, 1997; or Boeing
Service Bulletin 737–53A1177, Revision 3,
dated September 18, 1997: Within 12,000
flight cycles after accomplishment of the
NACA modification, or within 750 flight
cycles after May 17, 2002 (the effective date
of AD 2002–07–08), whichever is later, do
either an external or internal LFEC
inspection to find cracking and corrosion as
specified in Part 1.E.4.a. (‘‘Compliance’’) of
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001; or Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013; per PART I
(‘‘Inspection’’) of the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013. The external
and internal LFEC inspections are specified
in Figures 8 and 9, respectively, of Boeing
Service Bulletin 737–53A1177, Revision 6,
dated May 31, 2001; and Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013. As of the effective date of this
AD, only Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
may be used to do the actions required by
this paragraph.
(1) If the external inspection is done:
Repeat the inspection after that at intervals
not to exceed 1,500 flight cycles until
accomplishment of the lap joint repair
required by paragraph (g) of this AD.
(2) If the internal inspection is done:
Repeat the inspection after that at intervals
not to exceed 4,500 flight cycles until
accomplishment of the lap joint repair
required by paragraph (g) of this AD.
(k) Retained Post-NACA Modification
Inspections—Outside Crown Areas
This paragraph restates the actions
required by paragraph (k) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
For airplanes that have the ‘‘Preventive
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Change’’ (NACA modification) outside the
crown areas done per PART III of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1177, Revision 1,
dated September 19, 1996; Boeing Service
Bulletin 737–53A1177, Revision 2, dated July
24, 1997; or Boeing Service Bulletin 737–
53A1177, Revision 3, dated September 18,
1997: Before the accumulation of 20,000
flight cycles after accomplishment of the
NACA modification, or within 750 flight
cycles after May 17, 2002 (the effective date
of AD 2002–07–08), whichever is later, do
either an external or internal LFEC
inspection to find cracking and corrosion as
specified in Part 1.E.4.b. (‘‘Compliance’’) of
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001; or Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013; per PART I
(‘‘Inspection’’) of the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013. The external
and internal LFEC inspections are specified
in Figures 8 and 9, respectively, of Boeing
Service Bulletin 737–53A1177, Revision 6,
dated May 31, 2001; and Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013. As of the effective date of this
AD, only Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
may be used to do the actions required by
this paragraph.
(1) If the external inspection is done:
Repeat the external inspection after that at
intervals not to exceed 1,500 flight cycles.
(2) If the internal inspection is done:
Repeat the internal inspection after that at
intervals not to exceed 4,500 flight cycles.
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(l) Retained Modification of Tear Strap
Splice Straps
This paragraph restates the actions
required by paragraph (l) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
For airplanes that have the ‘‘lap joint repair,’’
as specified in Part IV of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1177, Revision 2,
dated July 24, 1997; or Revision 3, dated
September 18, 1997: Within 45,000 flight
cycles after accomplishment of this lap joint
repair, modify the splice straps per Figures
10, 11, and 12 of the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013. As of the
effective date of this AD, only Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013, may be used to do the actions
required by this paragraph.
(m) Retained Follow-On LFEC Inspections
This paragraph restates the actions
required by paragraph (m) of AD 2002–07–
08, Amendment 39–12702 (67 FR 17917,
April 12, 2002), with revised service
information. Within 45,000 flight cycles after
accomplishment of the lap joint repair
required by paragraph (g) or (h) of this AD,
as applicable: Do either an external or
internal LFEC inspection as specified in Part
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1.E.7. (‘‘Compliance’’) of Boeing Service
Bulletin 737–53A1177, Revision 6, dated
May 31, 2001; or Boeing Service Bulletin
737–53A1177, Revision 7, dated June 14,
2013; to find cracking of the lap joint repair,
per PART I (‘‘Inspection’’) of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 6,
dated May 31, 2001; or Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013. Repair any crack found before
further flight using a method approved in
accordance with the procedures specified in
paragraph (t) of this AD. The internal LFEC
inspection is specified in Figure 9 of Boeing
Service Bulletin 737–53A1177, Revision 6,
dated May 31, 2001; and Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013. As of the effective date of this
AD, only Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
may be used to do the actions required by
this paragraph. Repeat the inspection after
that at intervals not to exceed 2,800 flight
cycles.
(n) Retained Repetitive High Frequency
Eddy Current (HFEC) Inspections—Window
Corners
This paragraph restates the actions
required by paragraph (n) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
For airplanes having line numbers 520
through 2565 inclusive: Before the
accumulation of 50,000 total flight cycles, or
within 2,250 flight cycles after May 17, 2002
(the effective date of AD 2002–07–08),
whichever comes later, do an HFEC
inspection to find cracking as specified in
Part 1.E.10 (‘‘Compliance’’) of Boeing Service
Bulletin 737–53A1177, Revision 6, dated
May 31, 2001, or Boeing Service Bulletin
737–53A1177, Revision 7, dated June 14,
2013; per PART V (‘‘Window Corner Fastener
Hole Cracking, Inspection and Repair’’) of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 6,
dated May 31, 2001; or Boeing Service
Bulletin 737–53A1177, Revision 7, dated
June 14, 2013. Repeat the inspection after
that at intervals not to exceed 4,500 flight
cycles, until the initial actions required by
paragraph (p) of this AD have been done.
Accomplishment of the modification (which
includes removing and discarding fasteners,
oversizing fastener holes, and installing
rivets or Hi-Lok fasteners, as applicable), per
PART V of the Accomplishment Instructions
of Boeing Service Bulletin 737–53A1177,
Revision 5, dated February 15, 2001; or
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001; or Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013; constitutes terminating
action for the inspections required by this
paragraph.
(o) Retained Crack Repair
This paragraph restates the actions
required by paragraph (d) of AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), with revised service information.
If any crack is found during any inspection
required by paragraph (i), (j), or (k) of this
AD: Before further flight, repair per PART II
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69845
(‘‘Crack Repair’’) of the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013; except as
required by paragraph (r)(2) of this AD. As of
the effective date of this AD, only Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013, may be used to do the
actions required by this paragraph.
(p) New Inspections, Repair, and Preventive
Modification
For airplanes identified as Groups 2
through 28 in Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013: At
the applicable times specified in tables 8, 9,
10, and 11 of paragraph 1.E.10,
‘‘Compliance,’’ of Boeing Service Bulletin
737–53A1177, Revision 7, dated June 14,
2013, except as required by paragraph (r)(1)
of this AD, do a surface HFEC inspection for
cracking at the applicable window corner
fastener holes, and do a preventive
modification, as applicable, in accordance
with Part V of the Accomplishment
Instructions of Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
except as required by paragraph (r)(2) of this
AD. Repair any crack found before further
flight, in accordance with Part V of the
Accomplishment Instructions of Boeing
Service Bulletin 737–53A1177, Revision 7,
dated June 14, 2013, except as required by
paragraph (r)(2) of this AD. Repeat the
applicable inspection thereafter at the
applicable times specified in tables 8, 9, 10,
and 11 of paragraph 1.E.10, ‘‘Compliance,’’ of
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013.
Accomplishment of the initial inspection
specified in this paragraph terminates the
repetitive inspection requirements of
paragraph (n) of this AD. Accomplishment of
the preventive modification specified in this
paragraph terminates the repetitive
inspection requirements of this paragraph for
the applicable corner fastener locations
specified in Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013.
(q) Optional Terminating Action
(1) Replacement of the skin panel as
specified in Part VIII or Part IX, as applicable,
of the Accomplishment Instructions of
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013, terminates
the repetitive inspections at the window
corners specified in paragraph (p) of this AD
for the windows common to the replaced
panel only.
(2) Replacement of the skin panel as
specified in Part VIII or Part IX, as applicable,
of the Accomplishment Instructions of
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013, terminates
the lap joint modification required by
paragraph (g) of this AD for the S–10 and S–
14 lap joints common to the replaced panel
only.
(3) Replacement of the skin panels as
specified in Part VIII or Part IX, as applicable,
of the Accomplishment Instructions of
Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013, terminates
the inspections required by paragraphs (g)
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and (i) of AD 2013–09–01, Amendment 39–
17442 (78 FR 27001, May 9, 2013), for the
replaced skin panel only.
(r) Exceptions to Service Information
Specifications
(1) Where Boeing Service Bulletin 737–
53A1177, Revision 7, dated June 14, 2013,
specifies a compliance time ‘‘after the
Revision 7 date of this service bulletin,’’ this
AD requires compliance within the specified
compliance time after the effective date of
this AD.
(2) Where Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001;
and Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013; specify to
contact Boeing for certain procedures: Do the
specified actions before further flight using a
method approved in accordance with the
procedures specified in paragraph (t) of this
AD.
(3) Where Boeing Service Bulletin 737–
53A1177, Revision 6, dated May 31, 2001;
and Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013; include the
phrase ‘‘or is Boeing or FAA approved,’’ this
AD requires the ‘‘Boeing Approval’’ to be
requested in accordance with the procedures
specified in paragraph (t) of this AD.
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(s) Credit for Previous Actions
(1) This paragraph provides credit for the
actions required by paragraph (g) of this AD,
if those actions were performed before the
effective date of this AD using the applicable
service information specified in paragraphs
(s)(1)(i), (s)(1)(ii), and (s)(1)(iii) of this AD,
which were incorporated by reference in AD
2002–07–08, Amendment 39–12702 (67 FR
17917, April 12, 2002).
(i) Boeing Service Bulletin 737–53A1177,
Revision 4, dated September 2, 1999.
(ii) Boeing Service Bulletin 737–53A1177,
Revision 5, dated February 15, 2001, which
continues to be incorporated by reference in
this AD.
(iii) Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001, which
continues to be incorporated by reference in
this AD.
(2) This paragraph provides credit for the
actions required by paragraphs (i) through (o)
of this AD, if those actions were performed
before the effective date of this AD using
Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001, which was
incorporated by reference in AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002) and continues to be incorporated
by reference in this AD.
(t) 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 (u)(1) of this AD. Information may
be emailed to: 9-ANM-LAACO-AMOCRequests@faa.gov.
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(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, 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) AMOCs approved for AD 2002–07–08,
Amendment 39–12702 (67 FR 17917, April
12, 2002), are approved as AMOCs for the
corresponding provisions of this AD.
Issued in Renton, Washington, on October
11, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2015–26616 Filed 11–10–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–2461; Directorate
Identifier 2013–NM–202–AD; Amendment
39–18310; AD 2015–22–05]
RIN 2120–AA64
(u) Related Information
(1) For more information about this AD,
contact Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles Aircraft Certification
Office (ACO), 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone: 562–627–
5264; fax: 562–627–5210; email:
Jennifer.Tsakoumakis@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (v)(3) and (v)(4) of this AD.
(v) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Service Bulletin 737–53A1177,
Revision 7, dated June 14, 2013.
(ii) Reserved.
(3) The following service information was
approved for IBR on May 17, 2002 (67 FR
17917, April 12, 2002).
(i) Boeing Service Bulletin 737–53A1177,
Revision 5, dated February 15, 2001.
(ii) Boeing Service Bulletin 737–53A1177,
Revision 6, dated May 31, 2001.
(4) For Boeing 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.
(5) You may view this service information
at 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.
(6) You may view this 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: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2009–18–
15, for all Airbus Model A300, A310,
and A300 B4–600, B4–600R, and F4–
600R series airplanes, and Model A300
C4–605R Variant F airplanes
(collectively called Model A300–600
series airplanes). AD 2009–18–15
required revising the Airworthiness
Limitations section (ALS) of the
Instructions for Continued
Airworthiness (ICA) to require
additional life limits and/or
replacements for certain main landing
gear and nose landing gear components.
This new AD requires revising the
maintenance or inspection program to
incorporate new maintenance
requirements and airworthiness
limitations. This AD was prompted by
a determination that existing
maintenance requirements and
airworthiness limitations are inadequate
to ensure the structural integrity of the
airplane. We are issuing this AD to
prevent failure of certain system
components, which could result in
reduced structural integrity of the
airplane.
DATES: This AD becomes effective
December 17, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of December 17, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain other publications listed in
this AD as of October 27, 2009 (74 FR
48143, September 22, 2009).
ADDRESSES: You may examine the AD
docket on the Internet at https://
SUMMARY:
E:\FR\FM\12NOR1.SGM
12NOR1
]]>Agencies
[Federal Register Volume 80, Number 218 (Thursday, November 12, 2015)]
[Rules and Regulations]
[Pages 69839-69846]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-26616]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0454; Directorate Identifier 2013-NM-138-AD;
Amendment 39-18298; AD 2015-21-06]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2002-07-08 for
certain The Boeing Company
[[Page 69840]]
Model 737 airplanes. AD 2002-07-08 required repetitive inspections for
cracking of the lower skin at the lower row of fasteners in the lap
joints of the fuselage; repair of any cracking found; modification of
the fuselage lap joints at certain locations, which terminated the
repetitive inspections of the modified areas; and replacement of a
certain preventive modification with an improved modification. This new
AD adds repetitive inspections for cracking at certain window corner
fastener holes, a preventive modification, and repair if necessary.
This AD was prompted by the FAA's determination that certain
modifications of the fuselage lap joints do not provide an adequate
level of safety, and the subsequent discovery of cracks in additional
fastener locations in the window belt skin panels, adjacent stringers,
and window frames in locations outside the previous inspection area. We
are issuing this AD to detect and correct fatigue cracking of the
fuselage lap joints and window belt skin panels, which could result in
reduced structural integrity and sudden decompression of the airplane.
DATES: This AD is effective December 17, 2015.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of December 17,
2015.
The Director of the Federal Register approved the incorporation by
reference of certain other publications listed in this AD as of May 17,
2002 (67 FR 17917, April 12, 2002).
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the availability of this material at the
FAA, call 425-227-1221. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0454.
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-2014-
0454; 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 Docket 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: Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft
Certification Office (ACO), 3960 Paramount Boulevard, Lakewood, CA
90712-4137; phone: 562-627-5264; fax: 562-627-5210; email:
Jennifer.Tsakoumakis@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2002-07-08, Amendment 39-12702 (67 FR 17917,
April 12, 2002). AD 2002-07-08 applied to certain The Boeing Company
Model 737 airplanes. The NPRM published in the Federal Register on July
23, 2014 (79 FR 42710). The NPRM was prompted by the FAA's
determination that certain modifications of the fuselage lap joints do
not provide an adequate level of safety, and the subsequent discovery
of cracks in additional fastener locations in the window belt skin
panels, adjacent stringers and window frames in locations outside the
previous inspection area. The NPRM proposed to continue to require
repetitive inspections for cracking of the lower skin at the lower row
of fasteners in the lap joints of the fuselage; repair of any cracking
found; modification of the fuselage lap joints at certain locations,
which would terminate the repetitive inspections of the modified areas;
and replacement of a certain preventive modification with an improved
modification. The NPRM also proposed to require repetitive inspections
for cracking at certain window corner fastener holes, a preventive
modification, and repair if necessary. We are issuing this AD to detect
and correct fatigue cracking of the fuselage lap joints and window belt
skin panels, which could result in reduced structural integrity and
sudden decompression of the airplane.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 42710, July 23, 2014) and the FAA's response to each comment.
Request To Identify New Inspection Locations
Boeing requested that we revise the preamble of the NPRM (79 FR
42710, July 23, 2014), by adding references to new inspection locations
on the window belt skin panels. Boeing pointed out that the NPRM
preamble defined structure that has been found to crack since release
of AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002).
Boeing also indicated that Boeing Service Bulletin 737-53A1177,
Revision 7, dated June 14, 2013, provides inspections for skin cracking
at nine additional fastener holes in the corners of certain passenger
windows from what is mandated by AD 2002-07-08.
We agree that clarification is necessary. We have added the
description of the new inspection locations in the SUMMARY of this
final rule accordingly. The unspecified inspection areas were accounted
for in paragraph (p) of the proposed AD (79 FR 42710, July 23, 2014),
which is retained in this AD.
Request To Remove Post Repair/Modification Requirements
Boeing requested that we revise the NPRM (79 FR 42710, July 23,
2014) to remove the ``post-repair/alteration and butt joint repetitive
inspections'' requirement as specified in paragraph (r) of the proposed
AD. Boeing pointed out that one of the proposed actions, ``post-repair/
alteration and butt joint repetitive inspections,'' defined in
paragraph (r) of the proposed AD, refers to damage-tolerance-based
structural post-repair/post-alteration inspections. Boeing also stated
that the inspections are provided in the service bulletin for
operators' use to comply with the operational requirements of 14 CFR
part 121.1109 and Part 129.109 and, therefore, the inspections do not
need to be mandated separately in the NPRM.
We agree with the request. As Boeing stated, the inspections that
were specified in paragraph (r) of the proposed AD (79 FR 42710, July
23, 2014) 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 AD does not require
those post-modification inspections. We have therefore removed
paragraph (r) of the proposed AD and redesignated subsequent paragraphs
accordingly. We have also revised the SUMMARY of this final rule to
remove reference to the inspections.
[[Page 69841]]
Request To Reference Related AD
Boeing requested that we clarify the ``Difference Between the
Proposed AD and the Service Information'' section of the NPRM (79 FR
42710, July 23, 2014), by adding a reference to AD 2002-07-11,
Amendment 39-12705 (67 FR 17931, April 12, 2002), for Model 737
airplanes, line numbers 1 through 291 inclusive. Boeing pointed out
that the ``Difference Between the Proposed AD and the Service
Information'' section of the NPRM (79 FR 42710, July 23, 2014) defined
the applicability of the NPRM as Model 737 airplanes, line numbers 292
through 2565 inclusive, and explained that Model 737 airplanes, line
numbers 1 through 291 inclusive, have been addressed by AD 2003-23-03,
Amendment 39-13367 (68 FR 64980, November 18, 2003). Boeing also
indicated that AD 2002-07-11, Amendment 39-12705 (67 FR 17931, April
12, 2002), addresses Model 737 airplanes line numbers 1 through 291
inclusive, and mandates the actions defined in Boeing Service Bulletin
737-53A1177, Revision 6, dated May 31, 2001.
Although the ``Difference Between the Proposed AD and the Service
Information'' section of the NPRM (79 FR 42710, July 23, 2014) is not
restated in this final rule, we agree with the commenter's
clarification of the applicability. Paragraph (c) of this AD is
retained as proposed in the NPRM, and no change has been made to this
AD regarding this issue.
Request for Additional Exception
Boeing requested that we clarify paragraph (g) of the proposed AD
(79 FR 42710, July 23, 2014), to include an additional exception.
Boeing pointed out that paragraph (g) of the proposed AD provided an
exception for paragraph (h) of the proposed AD to address lap joint
modification (repair) instructions for certain lap joint areas on 737-
200 and 737-200C airplanes. Boeing also indicated that paragraph (q)(2)
of the proposed AD addresses an optional terminating action, window
belt replacement for 737-300 and 737-500 airplanes, for the lap joint
modification. Boeing also stated that paragraph (q)(2) of the proposed
AD should be included as an exception for the lap joint modification
(repair) defined in paragraph (g) of the proposed AD.
We agree with the request for an additional exception. We revised
paragraph (g) of this AD to include a reference to paragraph (q)(2) of
this AD as an exception.
Request for New Exception
Boeing requested that we clarify paragraph (m) of the proposed AD
(79 FR 42710, July 23, 2014), to include an exception. Boeing indicated
that Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013, added an optional window belt skin panel replacement as
terminating action for the S-10 and S-14 lap joint inspections and for
the window corner inspections on Model 737-300 and 737-500 airplanes.
Boeing also stated that paragraph (q) of the proposed AD addressed the
optional terminating action, and that follow-on inspections are also
necessary for the optional window belt skin panel replacement, and
paragraph (q) of the proposed AD should be added as an exception to
paragraph (m) of the proposed AD.
We disagree with the request to include an exception. Paragraph (q)
of this AD is an optional action and terminates only paragraph (g) of
this AD. If an operator chooses to use the modification option in
paragraph (q) of this AD to do the repair required by paragraph (g) of
this AD, the requirements of paragraph (m) of this AD have not been
terminated, and those inspections must be accomplished. We have not
changed this AD regarding this issue.
Request for Additional Instruction
Boeing requested that we clarify paragraph (m) of the proposed AD
(79 FR 42710, July 23, 2014), to include instruction for any crack
found by the inspections. Boeing stated that paragraph (m) of the
proposed AD contains follow-on inspections of the lap joint
modification, which are contained in the Compliance and Accomplishment
Instructions of Boeing Service Bulletin 737-53A1177, Revision 7, dated
June 14, 2013. Boeing also stated that if any crack is found during the
follow-on inspections, the Compliance section of Boeing Service
Bulletin 737-53A1177, Revision 7, dated June 14, 2013, instructs
operators to contact Boeing for repair instructions; therefore,
reference to paragraph (s)(2) of the proposed AD should be added to
paragraph (m) of the proposed AD.
We agree with the request to include instruction for any crack
found by the inspections. The instructions for repair were
inadvertently omitted in paragraph (m) of AD 2002-07-08, Amendment 39-
12702 (67 FR 17917, April 12, 2002). The associated service information
recommended that this repair be done by contacting Boeing for
instructions. However paragraph (s)(2) of the proposed AD (79 FR 42710,
July 23, 2014) specifically directed operators to contact the FAA for
instructions when the service information specified to contact Boeing.
We revised paragraph (m) of this AD to refer to paragraph (t) of this
AD, which provides directions to request approval of an alternative
method of compliance (AMOC).
Request To Remove Reference to Paragraphs (m) and (n) of the Proposed
AD (79 FR 42710, July 23, 2014)
Boeing requested that we clarify paragraph (o) of the proposed AD
(79 FR 42710, July 23, 2014), by removing references to paragraphs (m)
and (n) of the proposed AD. Boeing indicated that paragraph (o) of the
proposed AD addresses repair of crack damage and references PART II of
the Accomplishment Instructions of Boeing Service Bulletin SB 737-
53A1177, Revision 7, dated June 14, 2013. Boeing also stated that PART
II of Boeing Service Bulletin SB 737-53A1177, Revision 7, dated June
14, 2013, provides instructions for repair of cracks found in the lower
skin of the lower row of the production lap joint, which could be found
by the inspections defined in paragraphs (i), (j), and (k) of the
proposed AD. Boeing pointed out that cracks found by the inspections in
paragraphs (m) and (n) of the proposed AD are addressed individually by
the same paragraphs respectively (with changes to paragraph (m) of the
proposed AD, as discussed in the previous comment); therefore, repair
of any crack found during the inspections in paragraphs (m) and (n) of
the proposed AD should not be included in paragraph (o) of the proposed
AD.
We agree with the request to revise paragraph (o) of this AD (79 FR
42710, July 23, 2014) to remove references to paragraphs (m) and (n) of
the AD, for the reasons provided by the commenter. We revised paragraph
(o) of this AD accordingly.
Request To Revise Paragraph (q)(1) of the Proposed AD (79 FR 42710,
July 23, 2014)
Boeing requested that we clarify paragraph (q)(1) of the proposed
AD (79 FR 42710, July 23, 2014), by revising the wording for
consistency with paragraph (q)(2) of the proposed AD, adding references
to inspections in paragraph (n) of the proposed AD that are terminated
by the actions in paragraph (q)(2) of the proposed AD, and adding
wording to limit the number of window inspections that can be
terminated by the replacement panel. Boeing pointed out that paragraphs
(q)(1) and (q)(2) of the proposed AD address the same action,
replacement of window belt skin
[[Page 69842]]
panels. Boeing also pointed out that the inspections in paragraph (n)
of the proposed AD, Retained Repetitive HFEC Inspections of the Window
Corners, can also be terminated by replacement of the window belt panel
and therefore, wording should be added to paragraph (q)(1) of the
proposed AD to ensure inspections would only be terminated at window
corners common to the replaced panel.
We partially agree. We agree to reword paragraph (q)(1) of this AD
because consistent language makes the AD easier to read, and
replacement of a panel will terminate the inspections only for the
panel that is replaced. We disagree to add references to inspections in
paragraph (n) of this AD, as Boeing proposed. Paragraph (q)(1) of this
AD terminates the actions required by paragraph (p) of this AD, and
doing the actions required by paragraph (p) of this AD terminates the
inspections required by paragraph (n) of this AD.
Request To Revise Paragraph (q)(2) of the Proposed AD (79 FR 42710,
July 23, 2014)
Boeing requested that we clarify paragraph (q)(2) of the proposed
AD (79 FR 42710, July 23, 2014), by revising the wording to show that
the optional window belt skin panel replacement terminates the lap
joint lower row inspections of AD 2013-09-01, Amendment 39-17442 (78 FR
27001, May 9, 2013), rather than terminating the lap joint
modification. Boeing pointed out that paragraph (q)(2) of the proposed
AD addresses an optional window belt skin panel replacement. Boeing
also indicated that the skin panel replacement was included in Boeing
Service Bulletin SB 737-53A1177, Revision 7, dated June 14, 2013, to
provide an option for operators to terminate the lap joint lower row
inspections, and was mandated by paragraphs (g) and (i) of AD 2013-09-
01, in lieu of the lap joint modification which is addressed by
paragraph (g) of the proposed AD.
We agree with the request for the reasons provided by the
commenter. There is a direct AMOC connection between the window belt
skin panel replacement and the inspections required by paragraphs (g)
and (i) of this AD. However, we have added new paragraph (q)(3) of this
AD to explain that the skin panel replacement terminates the specified
inspections required by paragraphs (g) and (i) of AD 2013-09-01,
Amendment 39-17442 (78 FR 27001, May 9, 2013), for the replaced skin
panel only.
Request To Change FAA Contact Information
Boeing requested that we clarify paragraphs (t)(1) and (t)(2) of
the proposed AD (79 FR 42710, July 23, 2014), by revising the wording
to reference the Manager of the Los Angeles ACO instead of the Manager
of the Seattle ACO. Boeing indicated that responsibility for the 737
Classic models (which include the airplanes affected by this AD) has
been transferred from the Seattle ACO to the Los Angeles ACO and that
authority for approval of AMOCs for the proposed AD should be changed
from the Manager, Seattle ACO, to the Manager, Los Angeles ACO.
We infer that Boeing requested that we clarify paragraphs (t)(1)
and (t)(3) of the proposed AD (79 FR 42710, July 23, 2014).
We agree with the request, and have revised paragraphs (t)(1) and
(t)(3) of this AD as requested, and included the following in paragraph
(t)(1) of this AD: 9-ANM-LAACO-AMOC-Requests@faa.gov. We also revised
paragraph (u) of this AD to include the appropriate contact
information.
Additional Changes to This Final Rule
We have included a new paragraph (s) in this AD to provide credit
for accomplishing lap joint repair before the effective date of this AD
using Boeing Service Bulletin 737-53A1177, Revision 4, dated September
2, 1999; Boeing Service Bulletin 737-53A1177, Revision 5, dated
February 15, 2001; or Boeing Service Bulletin 737-53A1177, Revision 6,
dated May 31, 2001. The subsequent paragraphs have been redesignated
accordingly.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this 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 (79 FR 42710, July 23, 2014) for correcting the unsafe condition;
and
Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 42710, July 23, 2014).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
Boeing has issued Service Bulletin 737-53A1177, Revision 7, dated
June 14, 2013. The service information procedures for repetitive
inspections for cracking of the lower skin at the lower row of
fasteners in the lap joints of the fuselage; repair of any cracking
found; modification of the fuselage lap joints at certain locations to
terminate the repetitive inspections of the modified areas; replacement
of a certain preventive modification with an improved modification;
repetitive inspections for cracking at certain window corner fastener
holes; a preventive modification; and repair. 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 AD.
Costs of Compliance
We estimate that this AD affects 247 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
----------------------------------------------------------------------------------------------------------------
Retained lap joint modification. 4,650 work-hours x Up to $204,000.... $599,250.......... $95,280,750
$85 per hour = (estimated 159
$395,250. airplanes).
Retained lap joint inspection... 90 work-hours x $0................ $7,650 per $1,889,550 per
$85 per hour = inspection cycle. inspection cycle.
$7,650 per
inspection cycle.
Retained post-NACA inspection... 110 work-hours x $0................ $9,350 per $308,550 per
$85 per hour = inspection cycle. inspection cycle
$9,350 per (estimated 33
inspection cycle. airplanes).
[[Page 69843]]
Retained window corner 36 work-hours x $0................ $3,060 per $755,820 per
inspection. $85 per hour = inspection cycle. inspection cycle.
$3,060 per
inspection cycle.
New window corner inspection.... 108 work-hours x $0................ $9,180 per $2,267,460 per
$85 per hour = inspection cycle. inspection cycle.
$9,180 per
inspection cycle.
----------------------------------------------------------------------------------------------------------------
Estimated Costs: Optional Actions
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
New preventive modification.................. 134 work-hours x $85 per hour = $0 $11,390
$11,390.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary corrective
actions that will be required based on the results of the inspection.
We have no way of determining the number of aircraft that might need
these corrective actions:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Window corner repair, per corner............. 9 work-hours x $85 per hour = (\1\) $765
$765.
----------------------------------------------------------------------------------------------------------------
\1\Parts fabricated by operator; cost unknown.
The cost estimate figures discussed above are based on assumptions
that no operator has yet accomplished any of the actions required by
this AD, and that no operator will accomplish those actions in the
future if this AD is not adopted. However, we have been advised that
the lap joint modification has already been installed on some affected
airplanes. Therefore, based on the current number of U.S.-registered
airplanes below the threshold of 50,000 total flight cycles, the future
economic cost impact of this AD on U.S. operators is expected to be
less than the cost impact figure indicated above.
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)
2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002), and
adding the following new AD:
2015-21-06 The Boeing Company: Amendment 39-18298; Docket No. FAA-
2014-0454; Directorate Identifier 2013-NM-138-AD.
(a) Effective Date
This AD is effective December 17, 2015.
(b) Affected ADs
This AD replaces AD 2002-07-08, Amendment 39-12702 (67 FR 17917,
April 12, 2002). Certain provisions of this AD affect certain
requirements of AD 2013-09-01, Amendment 39-17442 (78 FR 27001, May
9, 2013).
(c) Applicability
This AD applies to The Boeing Company Model 737-200, -200C, -
300, -400, and -500 series airplanes, certificated in any category,
line numbers 292 through 2565 inclusive.
[[Page 69844]]
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an evaluation by the design approval
holder (DAH) indicating that certain fuselage lap joints are subject
to widespread fatigue damage (WFD). We are issuing this AD to detect
and correct fatigue cracking of the fuselage lap joints, which could
result in reduced structural integrity and sudden decompression of
the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Lap Joint Modification (Repair)--Crown Areas
This paragraph restates the actions required by paragraph (g) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. Except as provided by paragraphs
(h) and (q)(2) of this AD: Install the lap joint repair as specified
in Part 1.E.1. (``Compliance'') of Boeing Service Bulletin 737-
53A1177, Revision 4, dated September 2, 1999; Boeing Service
Bulletin 737-53A1177, Revision 5, dated February 15, 2001; or Boeing
Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001; per
PART III or IV (``Lap Joint Repair''), as applicable; or Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013; per
PART III, IV, VI, or VII (``Lap Joint Modification (Repair)''), as
applicable, of the Accomplishment Instructions of the applicable
service bulletin; at the time specified in paragraph (g)(1), (g)(2),
(g)(3), (g)(4), or (g)(5) of this AD, as applicable. Accomplishment
of this repair terminates the repetitive inspections required by
paragraph (j) of this AD. As of the effective date of this AD, only
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013, may be used to do the actions required by this paragraph. A
lap splice modification (repair) done in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 7, dated June 14, 2013, terminates the inspections required
by paragraphs (g) and (i) of AD 2013-09-01, Amendment 39-17442 (78
FR 27001, May 9, 2013), for the modified (repaired) area only.
(1) For airplanes that have accumulated 70,000 total flight
cycles or more as of May 17, 2002 (the effective date of AD 2002-07-
08, Amendment 39-12702 (67 FR 17917, April 12, 2002)): Within 600
flight cycles after May 17, 2002, do the lap joint repair.
(2) For airplanes that have accumulated 65,000 total flight
cycles or more, but fewer than 70,000 total flight cycles as of May
17, 2002 (the effective date of AD 2002-07-08, Amendment 39-12702
(67 FR 17917, April 12, 2002)): Do the repair at the later of the
times specified in paragraphs (g)(2)(i) and (g)(2)(ii) of this AD.
(i) Before the accumulation of 70,000 total flight cycles.
(ii) Within 600 flight cycles after May 17, 2002 (the effective
date of AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12,
2002)).
(3) For airplanes that have accumulated 45,000 total flight
cycles or more, but fewer than 65,000 total flight cycles as of May
17, 2002 (the effective date of AD 2002-07-08, Amendment 39-12702
(67 FR 17917, April 12, 2002)): Within 5,000 flight cycles after May
17, 2002.
(4) For airplanes that have accumulated less than 45,000 total
flight cycles as of May 17, 2002 (the effective date of AD 2002-07-
08, Amendment 39-12702 (67 FR 17917, April 12, 2002)): Before the
accumulation of 50,000 total flight cycles.
(5) Notwithstanding the times specified in paragraphs (g)(1),
(g)(2), (g)(3), and (g)(4) of this AD, for airplanes on which the
``Preventive Change'' (NACA modification) has been accomplished per
PART III of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1177, Revision 1, dated September 19, 1996; Revision
2, dated July 24, 1997; or Revision 3, dated September 18, 1997:
Within 18,000 flight cycles after accomplishment of the NACA
modification.
(h) Retained Lap Joint Modification for Certain Airplanes
This paragraph restates the requirements of paragraph (h) of AD
2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002), with
revised service information and revised airplane groups.
(1) For airplanes identified as Groups 3 and 5 in Boeing Service
Bulletin 737-53A1177, Revision 6, dated May 31, 2001: Install the
lap joint repair at stringers 4R and 10R, as specified in Part
1.E.1. (``Compliance'') of Boeing Service Bulletin 737-53A1177,
Revision 6, dated May 31, 2001, at the time specified in paragraph
(g)(1), (g)(2), (g)(3), (g)(4), or (g)(5) of this AD, as applicable,
using a method approved in accordance with the procedures specified
in paragraph (t) of this AD.
(2) For airplanes identified in Groups 6, 7, and 8 in Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013:
Install the lap joint repair at stringers 4R and 10R, in accordance
with the Accomplishment Instructions of Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013, at the time specified in
paragraph (g)(1), (g)(2), (g)(3), (g)(4), or (g)(5) of this AD, as
applicable, unless previously accomplished as specified in paragraph
(h)(1) of this AD.
(i) Retained Repetitive Low Frequency Eddy Current (LFEC) Inspections--
Outside Crown Areas
This paragraph restates the actions required by paragraph (i) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. Before the accumulation of 70,000
total flight cycles, or within 2,500 flight cycles after May 17,
2002 (the effective date of AD 2002-07-08), whichever comes later:
Do an LFEC inspection to find cracking of the lap joints of the
fuselage, as specified in Part 1.E.2. (``Compliance'') of Boeing
Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013; and as identified in Figures 2 through 6 of the Accomplishment
Instructions of Boeing Service Bulletin 737-53A1177, Revision 6,
dated May 31, 2001; or as identified in Figures 50 through 64 of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 7, dated June 14, 2013. Do the inspection per Boeing
Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013. As of the effective date of this AD, only Boeing Service
Bulletin 737-53A1177, Revision 7, dated June 14, 2013, may be used
to do the actions required by this paragraph. Repeat the inspection
after that at intervals not to exceed 5,000 flight cycles.
(j) Retained Post-NACA Modification Inspections--Crown Areas
This paragraph restates the actions required by paragraph (j) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. For airplanes that have the
``Preventive Change'' (NACA modification) of the crown lap joint
stringers (``Crown Laps'') done per PART III of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1177, Revision
1, dated September 19, 1996; Boeing Service Bulletin 737-53A1177,
Revision 2, dated July 24, 1997; or Boeing Service Bulletin 737-
53A1177, Revision 3, dated September 18, 1997: Within 12,000 flight
cycles after accomplishment of the NACA modification, or within 750
flight cycles after May 17, 2002 (the effective date of AD 2002-07-
08), whichever is later, do either an external or internal LFEC
inspection to find cracking and corrosion as specified in Part
1.E.4.a. (``Compliance'') of Boeing Service Bulletin 737-53A1177,
Revision 6, dated May 31, 2001; or Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013; per PART I
(``Inspection'') of the Accomplishment Instructions of Boeing
Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013. The external and internal LFEC inspections are specified in
Figures 8 and 9, respectively, of Boeing Service Bulletin 737-
53A1177, Revision 6, dated May 31, 2001; and Boeing Service Bulletin
737-53A1177, Revision 7, dated June 14, 2013. As of the effective
date of this AD, only Boeing Service Bulletin 737-53A1177, Revision
7, dated June 14, 2013, may be used to do the actions required by
this paragraph.
(1) If the external inspection is done: Repeat the inspection
after that at intervals not to exceed 1,500 flight cycles until
accomplishment of the lap joint repair required by paragraph (g) of
this AD.
(2) If the internal inspection is done: Repeat the inspection
after that at intervals not to exceed 4,500 flight cycles until
accomplishment of the lap joint repair required by paragraph (g) of
this AD.
(k) Retained Post-NACA Modification Inspections--Outside Crown Areas
This paragraph restates the actions required by paragraph (k) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. For airplanes that have the
``Preventive
[[Page 69845]]
Change'' (NACA modification) outside the crown areas done per PART
III of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1177, Revision 1, dated September 19, 1996; Boeing
Service Bulletin 737-53A1177, Revision 2, dated July 24, 1997; or
Boeing Service Bulletin 737-53A1177, Revision 3, dated September 18,
1997: Before the accumulation of 20,000 flight cycles after
accomplishment of the NACA modification, or within 750 flight cycles
after May 17, 2002 (the effective date of AD 2002-07-08), whichever
is later, do either an external or internal LFEC inspection to find
cracking and corrosion as specified in Part 1.E.4.b.
(``Compliance'') of Boeing Service Bulletin 737-53A1177, Revision 6,
dated May 31, 2001; or Boeing Service Bulletin 737-53A1177, Revision
7, dated June 14, 2013; per PART I (``Inspection'') of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 6, dated May 31, 2001; or Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013. The external and internal
LFEC inspections are specified in Figures 8 and 9, respectively, of
Boeing Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001;
and Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013. As of the effective date of this AD, only Boeing Service
Bulletin 737-53A1177, Revision 7, dated June 14, 2013, may be used
to do the actions required by this paragraph.
(1) If the external inspection is done: Repeat the external
inspection after that at intervals not to exceed 1,500 flight
cycles.
(2) If the internal inspection is done: Repeat the internal
inspection after that at intervals not to exceed 4,500 flight
cycles.
(l) Retained Modification of Tear Strap Splice Straps
This paragraph restates the actions required by paragraph (l) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. For airplanes that have the ``lap
joint repair,'' as specified in Part IV of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1177, Revision
2, dated July 24, 1997; or Revision 3, dated September 18, 1997:
Within 45,000 flight cycles after accomplishment of this lap joint
repair, modify the splice straps per Figures 10, 11, and 12 of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 6, dated May 31, 2001; or Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013. As of the effective date
of this AD, only Boeing Service Bulletin 737-53A1177, Revision 7,
dated June 14, 2013, may be used to do the actions required by this
paragraph.
(m) Retained Follow-On LFEC Inspections
This paragraph restates the actions required by paragraph (m) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. Within 45,000 flight cycles after
accomplishment of the lap joint repair required by paragraph (g) or
(h) of this AD, as applicable: Do either an external or internal
LFEC inspection as specified in Part 1.E.7. (``Compliance'') of
Boeing Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001;
or Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013; to find cracking of the lap joint repair, per PART I
(``Inspection'') of the Accomplishment Instructions of Boeing
Service Bulletin 737-53A1177, Revision 6, dated May 31, 2001; or
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013. Repair any crack found before further flight using a method
approved in accordance with the procedures specified in paragraph
(t) of this AD. The internal LFEC inspection is specified in Figure
9 of Boeing Service Bulletin 737-53A1177, Revision 6, dated May 31,
2001; and Boeing Service Bulletin 737-53A1177, Revision 7, dated
June 14, 2013. As of the effective date of this AD, only Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013, may
be used to do the actions required by this paragraph. Repeat the
inspection after that at intervals not to exceed 2,800 flight
cycles.
(n) Retained Repetitive High Frequency Eddy Current (HFEC)
Inspections--Window Corners
This paragraph restates the actions required by paragraph (n) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. For airplanes having line numbers
520 through 2565 inclusive: Before the accumulation of 50,000 total
flight cycles, or within 2,250 flight cycles after May 17, 2002 (the
effective date of AD 2002-07-08), whichever comes later, do an HFEC
inspection to find cracking as specified in Part 1.E.10
(``Compliance'') of Boeing Service Bulletin 737-53A1177, Revision 6,
dated May 31, 2001, or Boeing Service Bulletin 737-53A1177, Revision
7, dated June 14, 2013; per PART V (``Window Corner Fastener Hole
Cracking, Inspection and Repair'') of the Accomplishment
Instructions of Boeing Service Bulletin 737-53A1177, Revision 6,
dated May 31, 2001; or Boeing Service Bulletin 737-53A1177, Revision
7, dated June 14, 2013. Repeat the inspection after that at
intervals not to exceed 4,500 flight cycles, until the initial
actions required by paragraph (p) of this AD have been done.
Accomplishment of the modification (which includes removing and
discarding fasteners, oversizing fastener holes, and installing
rivets or Hi-Lok fasteners, as applicable), per PART V of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 5, dated February 15, 2001; or Boeing Service Bulletin 737-
53A1177, Revision 6, dated May 31, 2001; or Boeing Service Bulletin
737-53A1177, Revision 7, dated June 14, 2013; constitutes
terminating action for the inspections required by this paragraph.
(o) Retained Crack Repair
This paragraph restates the actions required by paragraph (d) of
AD 2002-07-08, Amendment 39-12702 (67 FR 17917, April 12, 2002),
with revised service information. If any crack is found during any
inspection required by paragraph (i), (j), or (k) of this AD: Before
further flight, repair per PART II (``Crack Repair'') of the
Accomplishment Instructions of Boeing Service Bulletin 737-53A1177,
Revision 6, dated May 31, 2001; or Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013; except as required by
paragraph (r)(2) of this AD. As of the effective date of this AD,
only Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013, may be used to do the actions required by this paragraph.
(p) New Inspections, Repair, and Preventive Modification
For airplanes identified as Groups 2 through 28 in Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013: At
the applicable times specified in tables 8, 9, 10, and 11 of
paragraph 1.E.10, ``Compliance,'' of Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013, except as required by
paragraph (r)(1) of this AD, do a surface HFEC inspection for
cracking at the applicable window corner fastener holes, and do a
preventive modification, as applicable, in accordance with Part V of
the Accomplishment Instructions of Boeing Service Bulletin 737-
53A1177, Revision 7, dated June 14, 2013, except as required by
paragraph (r)(2) of this AD. Repair any crack found before further
flight, in accordance with Part V of the Accomplishment Instructions
of Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013, except as required by paragraph (r)(2) of this AD. Repeat the
applicable inspection thereafter at the applicable times specified
in tables 8, 9, 10, and 11 of paragraph 1.E.10, ``Compliance,'' of
Boeing Service Bulletin 737-53A1177, Revision 7, dated June 14,
2013. Accomplishment of the initial inspection specified in this
paragraph terminates the repetitive inspection requirements of
paragraph (n) of this AD. Accomplishment of the preventive
modification specified in this paragraph terminates the repetitive
inspection requirements of this paragraph for the applicable corner
fastener locations specified in Boeing Service Bulletin 737-53A1177,
Revision 7, dated June 14, 2013.
(q) Optional Terminating Action
(1) Replacement of the skin panel as specified in Part VIII or
Part IX, as applicable, of the Accomplishment Instructions of Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013,
terminates the repetitive inspections at the window corners
specified in paragraph (p) of this AD for the windows common to the
replaced panel only.
(2) Replacement of the skin panel as specified in Part VIII or
Part IX, as applicable, of the Accomplishment Instructions of Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013,
terminates the lap joint modification required by paragraph (g) of
this AD for the S-10 and S-14 lap joints common to the replaced
panel only.
(3) Replacement of the skin panels as specified in Part VIII or
Part IX, as applicable, of the Accomplishment Instructions of Boeing
Service Bulletin 737-53A1177, Revision 7, dated June 14, 2013,
terminates the inspections required by paragraphs (g)
[[Page 69846]]
and (i) of AD 2013-09-01, Amendment 39-17442 (78 FR 27001, May 9,
2013), for the replaced skin panel only.
(r) Exceptions to Service Information Specifications
(1) Where Boeing Service Bulletin 737-53A1177, Revision 7, dated
June 14, 2013, specifies a compliance time ``after the Revision 7
date of this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(2) Where Boeing Service Bulletin 737-53A1177, Revision 6, dated
May 31, 2001; and Boeing Service Bulletin 737-53A1177, Revision 7,
dated June 14, 2013; specify to contact Boeing for certain
procedures: Do the specified actions before further flight using a
method approved in accordance with the procedures specified in
paragraph (t) of this AD.
(3) Where Boeing Service Bulletin 737-53A1177, Revision 6, dated
May 31, 2001; and Boeing Service Bulletin 737-53A1177, Revision 7,
dated June 14, 2013; include the phrase ``or is Boeing or FAA
approved,'' this AD requires the ``Boeing Approval'' to be requested
in accordance with the procedures specified in paragraph (t) of this
AD.
(s) Credit for Previous Actions
(1) This paragraph provides credit for the actions required by
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using the applicable service information
specified in paragraphs (s)(1)(i), (s)(1)(ii), and (s)(1)(iii) of
this AD, which were incorporated by reference in AD 2002-07-08,
Amendment 39-12702 (67 FR 17917, April 12, 2002).
(i) Boeing Service Bulletin 737-53A1177, Revision 4, dated
September 2, 1999.
(ii) Boeing Service Bulletin 737-53A1177, Revision 5, dated
February 15, 2001, which continues to be incorporated by reference
in this AD.
(iii) Boeing Service Bulletin 737-53A1177, Revision 6, dated May
31, 2001, which continues to be incorporated by reference in this
AD.
(2) This paragraph provides credit for the actions required by
paragraphs (i) through (o) of this AD, if those actions were
performed before the effective date of this AD using Boeing Service
Bulletin 737-53A1177, Revision 6, dated May 31, 2001, which was
incorporated by reference in AD 2002-07-08, Amendment 39-12702 (67
FR 17917, April 12, 2002) and continues to be incorporated by
reference in this AD.
(t) 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 (u)(1) of this AD.
Information may be emailed to: 9-ANM-LAACO-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, 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) AMOCs approved for AD 2002-07-08, Amendment 39-12702 (67 FR
17917, April 12, 2002), are approved as AMOCs for the corresponding
provisions of this AD.
(u) Related Information
(1) For more information about this AD, contact Jennifer
Tsakoumakis, Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los
Angeles Aircraft Certification Office (ACO), 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5264; fax: 562-
627-5210; email: Jennifer.Tsakoumakis@faa.gov.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (v)(3) and (v)(4) of this AD.
(v) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Service Bulletin 737-53A1177, Revision 7, dated June
14, 2013.
(ii) Reserved.
(3) The following service information was approved for IBR on
May 17, 2002 (67 FR 17917, April 12, 2002).
(i) Boeing Service Bulletin 737-53A1177, Revision 5, dated
February 15, 2001.
(ii) Boeing Service Bulletin 737-53A1177, Revision 6, dated May
31, 2001.
(4) For Boeing 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.
(5) You may view this service information at 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.
(6) You may view this 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: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on October 11, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-26616 Filed 11-10-15; 8:45 am]
BILLING CODE 4910-13-P
