Airworthiness Directives; The Boeing Company Airplanes, 30166-30170 [2016-11200]
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30166
Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations
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The Special Conditions
■ Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for Cessna Aircraft Company, 208
and 208B Caravan airplanes modified by
Peregrine.
1. Installation of Lithium Battery
The FAA states in this Notice that the
following special conditions be applied
to lithium battery installations on the
208 and 208B airplanes in lieu of the
requirements § 23.1353(a)(b)(c)(d)(e),
amendment 49.
Lithium battery installations on the
208 and 208B airplanes must be
designed and installed as follows:
a. Safe cell temperatures and
pressures must be maintained during
any probable charging or discharging
condition, or during any failure of the
charging or battery monitoring system
not shown to be extremely remote. The
lithium battery installation must be
designed to preclude explosion or fire in
the event of those failures.
b. Lithium batteries must be designed
to preclude the occurrence of selfsustaining, uncontrolled increases in
temperature or pressure.
c. No explosive or toxic gasses
emitted by any lithium battery in
normal operation or as the result of any
failure of the battery charging or
monitoring system, or battery
installation not shown to be extremely
remote, may accumulate in hazardous
quantities within the airplane.
d. Lithium batteries that contain
flammable fluids must comply with the
flammable fluid fire protection
requirements of 14 CFR 23.863(a)
through (d).
e. No corrosive fluids or gases that
may escape from any lithium battery
may damage airplane structure or
essential equipment.
f. Each lithium battery installation
must have provisions to prevent any
hazardous effect on structure or
essential systems that may be caused by
the maximum amount of heat the
battery can generate during a short
circuit of the battery or of its individual
cells.
g. Lithium battery installations must
have—
(1) A system to control the charging
rate of the battery automatically to
prevent battery overheating or
overcharging, or
(2) A battery temperature sensing and
over-temperature warning system with a
means for automatically disconnecting
the battery from its charging source in
the event of an over-temperature
condition or,
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(3) A battery failure sensing and
warning system with a means for
automatically disconnecting the battery
from its charging source in the event of
battery failure.
h. Any lithium battery installation
functionally required for safe operation
of the airplane, must incorporate a
monitoring and warning feature that
will provide an indication to the
appropriate flight crewmembers,
whenever the capacity and state of
charge of the batteries have fallen below
levels considered acceptable for
dispatch of the airplane.
i. The ICAW must contain
recommended manufacturer’s
maintenance and inspection
requirements to ensure that batteries,
including single cells, meet a
functionally safe level essential to the
aircraft’s continued airworthiness.
(1) The ICAW must contain operating
instructions and equipment limitations
in an installation maintenance manual.
(2) The ICAW must contain
installation procedures and limitations
in a maintenance manual, sufficient to
ensure that cells or batteries, when
installed according to the installation
procedures, still meet safety functional
levels essential to the aircraft’s
continued airworthiness. The
limitations must identify any unique
aspects of the installation.
(3) The ICAW must contain corrective
maintenance procedures to check
battery capacity at manufacturer’s
recommended inspection intervals.
(4) The ICAW must contain scheduled
servicing information to replace
batteries at manufacturer’s
recommended replacement time.
(5) The ICAW must contain
maintenance and inspection
requirements how to check visually for
battery and charger degradation.
j. Batteries in a rotating stock (spares)
that have degraded charge retention
capability or other damage due to
prolonged storage must be checked at
manufacturer’s recommended
inspection intervals.
k. If the lithium battery application
contains software and/or complex
hardware, in accordance with AC 20–
115 1 and AC 20–152,2 they should be
developed to the standards of DO–178
for software and DO–254 for complex
hardware.
Compliance with the requirements of
this Special Condition must be shown
1 https://rgl.faa.gov/Regulatory_and_Guidance_
Library/rgAdvisoryCircular.nsf/0/
E35FBC0060E2159186257BBE00719FB3?Open
Document&Highlight=ac%2020-115b.
2 https://rgl.faa.gov/Regulatory_and_Guidance_
Library/rgAdvisoryCircular.nsf/0/
6D4AE0BF1BDE3579862570360055D119?Open
Document&Highlight=ac%2020-152.
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by test or analysis, with the concurrence
of the Wichita Aircraft Certification
Office.
Issued in Kansas City, Missouri on May 9,
2016.
Pat Mullen,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2016–11502 Filed 5–13–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–2462; Directorate
Identifier 2014–NM–224–AD; Amendment
39–18515; AD 2016–10–04]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes. This AD was prompted
by reports of cracked antenna support
channels, skin cracking underneath the
number 2 very high frequency (VHF)
antenna, and cracking in the frames
attached to the internal support
structure. This AD requires repetitive
inspections to determine the condition
of the skin and the internal support
structure, and follow-on actions
including corrective action as necessary.
We are issuing this AD to detect and
correct skin cracking of the fuselage.
Such cracking could result in separation
of the number 2 VHF antenna from the
airplane and rapid depressurization of
the cabin.
DATES: This AD is effective June 20,
2016.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of June 20, 2016.
ADDRESSES: For service information
identified in this final rule, 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
SUMMARY:
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Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations
received on the NPRM and the FAA’s
response to each comment. Boeing
concurred with the NPRM.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
2462; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
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:
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Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain The Boeing Company
Model 737–100, –200, –200C, –300,
–400, and –500 series airplanes. The
NPRM published in the Federal
Register on July 20, 2015 (80 FR 42756)
(‘‘the NPRM’’). The NPRM was
prompted by reports of cracked antenna
support channels, skin cracking
underneath the number 2 VHF antenna,
and cracking in the frames attached to
the internal support structure. The
NPRM proposed to require repetitive
inspections to determine the condition
of the skin and the internal support
structure, and follow-on actions
including corrective action as necessary.
We are issuing this AD to detect and
correct skin cracking of the fuselage.
Such cracking could result in separation
of the number 2 VHF antenna from the
airplane and rapid depressurization of
the cabin.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
14:36 May 13, 2016
Jkt 238001
Request To Add Terminating Action to
Paragraphs (h)(1) and (h)(2) of the
Proposed AD
Request To Correct a Typographical
Error in Paragraph (h)(4) of the
Proposed AD
the availability of this material at the
FAA, call 425–227–1221. It is also
available on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
2462.
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30167
British Airways asked why the
terminating action specified in
paragraph (k)(3) of the proposed AD is
not included in the text ‘‘until the
accomplishment of paragraphs’’
references in paragraphs (h)(1) and
(h)(2) of the proposed AD. We infer
British Airways is requesting that we
revise paragraphs (h)(1) and (h)(2) of the
proposed AD.
We agree with the commenter because
installation of the preventive
modification in accordance with
paragraph (k)(3) of this AD is acceptable
for terminating the repetitive
inspections. In addition, we note the
reference to paragraph (k)(1) of this AD
in paragraph (h)(2) of this AD is
redundant. We have made the following
changes to this AD:
• In paragraph (h)(1) of this AD, we
specify to repeat the inspections ‘‘until
the accomplishment of paragraph (k)(1),
(k)(2), or (k)(3) of this AD, as
applicable.’’
• In paragraph (h)(2) of this AD, we
specify to repeat the inspections ‘‘until
the accomplishment of paragraph (k)(2)
or (k)(3) of this AD, as applicable.’’
Southwest Airlines requested that we
correct a typographical error in
paragraph (h)(4) of the proposed AD,
which states that accomplishment of the
preventative modification terminates
the inspection required by ‘‘paragraphs
(g), (g)(1), and (h)(2) of the AD.’’
Southwest Airlines noted that the
NPRM does not contain paragraph
(g)(1). Southwest Airlines concluded
that this appears to be a typographical
error and the references to paragraphs
(g) and (g)(1) of the proposed AD should
be to paragraphs (h) and (h)(1) of the
proposed AD, similar to what is stated
in paragraph (k)(3) of the proposed AD.
British Airways stated that it has
identified a potential contradiction
between paragraphs (h)(4) and (k)(3) of
the proposed AD. British Airways stated
that paragraph (h)(4) of the proposed AD
refers to paragraph (h)(2), whereas
paragraph (k)(3) of the proposed AD
refers to paragraphs (h), (h)(1), and
(h)(2) of the proposed AD.
We agree to revise paragraph (h)(4) of
this AD because there is a typographical
error. We have changed the references
in paragraph (h)(4) of this AD to specify
paragraphs (h), (h)(1), and (h)(2) of this
AD. This change resolves the
contradiction noted by British Airways.
Request a Provision To Terminate
Inspections Required by Paragraph (h)
of the Proposed AD
Southwest Airlines requested that we
provide a provision to terminate the
inspections required by paragraph (h) of
the proposed AD for previously
installed repairs that have received FAA
approval. The commenter stated that
these repairs would inhibit the
inspections required by paragraph (h) of
this AD.
We do not agree with the commenter’s
request because previously installed
FAA-approved repairs may not have
been designed to address the specified
unsafe condition identified in this AD.
We understand that some of these
repairs may not allow inspection of the
area specified in the AD; in those cases,
the operator must request approval for
an alternative method of compliance
(AMOC) according to paragraph (m) of
this AD. We have not revised this AD
in this regard.
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Request To Correct the Language in
Paragraph (h)(2) of the Proposed AD
Southwest Airlines requested a
correction to the language in paragraph
(h)(2) of the proposed AD to add the
term ‘‘as applicable’’ after the listed
inspections. Southwest Airlines stated
that there are multiple sections of Part
2 of the Accomplishment Instructions of
Boeing Special Attention Service
Bulletin 737–53–1159, Revision 1, dated
October 20, 2014. Southwest Airlines
noted that each group/configuration has
its own Part 2 instructions and that
Groups 3 through 6, Configurations 2
and 3, do not contain instructions for
internal detailed inspections or internal
high frequency eddy current
inspections.
We agree with the commenter because
certain inspections are applicable to
only certain configurations. We have
added the language ‘‘as applicable’’ to
paragraph (h)(2) of this AD.
Request To Revise Certain Paragraphs
To Include a Terminating Action for the
Preventive Modification
Southwest Airlines requested that we
revise paragraph (k)(2) of the proposed
AD to include a statement that
accomplishment of the repair specified
in paragraph (h)(3) of the proposed AD
also terminates the preventive
modification specified in paragraph
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Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations
(h)(4) of the proposed AD. Southwest
Airlines stated that there is no language
in the NPRM or Boeing Special
Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20,
2014, that states whether the
preventative modification is required
after the repair is installed.
We do not agree with the commenter’s
request because, for some airplane
configurations, the repair only installs
an external skin doubler and the
preventative modification includes
replacement of the internal support
structure. For some airplane
configurations, the preventive
modification specified in Part 4 of the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–
53–1159, Revision 1, dated October 20,
2014, is required after installation of the
repair specified in Part 3 of the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–
53–1159, Revision 1, dated October 20,
2014. We have not revised this AD in
this regard.
Request To Provide Statement for
Terminating Actions in Paragraph
(k)(2) of the Proposed AD
Southwest Airlines requested that we
revise paragraph (k)(2) of the proposed
AD to specify the repair also terminates
the initial inspections in paragraph (h)
of the proposed AD. Southwest Airlines
stated that the current statement in
paragraph (k)(2) of the proposed AD
does not address a terminating action
for the initial inspection specified in
paragraphs (h)(1) and (h)(2) of the
proposed AD for aircraft that have
previously installed the repair specified
in paragraph (h)(3) of the proposed AD.
We agree with the commenter’s
request because repairs installed in
accordance with Part 3 of the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–
53–1159, Revision 1, dated October 20,
2014, prior to the effective date of this
AD, will not allow accomplishment of
the initial inspections as specified in
paragraph (h) of this AD. We revised
paragraph (k)(2) of this AD to specify
that accomplishment of the repair
required by paragraph (h)(3) of this AD
terminates the initial and repetitive
inspections required in paragraphs (h),
(h)(1), and (h)(2) of this AD.
Effect of Winglets on Accomplishment
of the Proposed Actions
Aviation Partners Boeing stated that
accomplishing Supplemental Type
Certificate (STC) ST01219SE (https://
rgl.faa.gov/Regulatory_and_Guidance_
Library/rgstc.nsf/0/
be866b732f6cf31086257b9700692796/
$FILE/ST01219SE.pdf) does not affect
the actions specified in the NPRM.
We concur with the commenter. We
have redesignated paragraph (c) of the
proposed AD as paragraph (c)(1) of this
AD and added new paragraph (c)(2) to
this AD to state that installation of STC
ST01219SE does not affect the ability to
accomplish the actions required by this
AD. Therefore, for airplanes on which
STC ST01219SE is installed, a ‘‘change
in product’’ AMOC approval request is
not necessary to comply with the
requirements of 14 CFR 39.17.
required by maintenance and
operational rules; therefore, these
inspections are not required by this AD.
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 for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
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
We reviewed Boeing Special
Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20,
2014. The service information describes
procedures for repetitive inspections to
determine the condition of the skin and
the internal support structure, and
follow-on actions including corrective
action as necessary. This service
information is reasonably available
because the interested parties have
access to it through their normal course
of business or by the means identified
in the ADDRESSES section.
Change to Paragraph (j) of This AD
Costs of Compliance
We have revised paragraph (j) of this
AD to clarify that the post-repair and
post-modification inspections are
airworthiness limitations that are
We estimate that this AD affects 609
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Inspections .....
33 work-hours × $85 per hour =
$2,805 per inspection cycle.
We estimate the following costs to do
any necessary repairs/modifications that
Cost per product
$0
Cost on U.S. operators
$2,805 per inspection cycle ...........
would be required based on the results
of the inspections. We have no way of
$1,708,245 per inspection cycle.
determining the number of aircraft that
might need these repairs/modifications.
ON-CONDITION COSTS
Labor cost
Repair and preventive modification ..............................
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Action
63 work-hours × $85 per hour = $5,355 ......................
According to the manufacturer, some
of the costs of this AD may be covered
under warranty, thereby reducing the
cost impact on affected individuals. We
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14:36 May 13, 2016
Jkt 238001
do not control warranty coverage for
affected individuals. As a result, we
have included all costs in our cost
estimate.
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Parts cost
Cost per
product
$10,432
$15,787
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
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Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations
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
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
1. The authority citation for part 39
continues to read as follows:
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■
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):
■
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14:36 May 13, 2016
Jkt 238001
2016–10–04 The Boeing Company:
Amendment 39–18515; Docket No.
FAA–2015–2462; Directorate Identifier
2014–NM–224–AD.
(a) Effective Date
This AD is effective June 20, 2016.
(b) Affected ADs
None.
(c) Applicability
(1) This AD applies to The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category, as identified in
Boeing Special Attention Service Bulletin
737–53–1159, Revision 1, dated October 20,
2014.
(2) Installation of Supplemental Type
Certificate (STC) ST01219SE (https://
rgl.faa.gov/Regulatory_and_Guidance_
Library/rgstc.nsf/0/
be866b732f6cf31086257b9700692796/$FILE/
ST01219SE.pdf) does not affect the ability to
accomplish the actions required by this AD.
Therefore, for airplanes on which STC
ST01219SE is installed, a ‘‘change in
product’’ alternative method of compliance
(AMOC) approval request is not necessary to
comply with the requirements of 14 CFR
39.17.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of
cracked antenna support channels, skin
cracking underneath the number 2 VHF
antenna, and cracking in the frames attached
to the internal support structure. We are
issuing this AD to detect and correct skin
cracking of the fuselage. Such cracking could
result in separation of the number 2 VHF
antenna from the airplane and rapid
depressurization of the cabin.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Inspection and Follow-On Actions:
Group 1
For airplanes identified as Group 1 in
Boeing Special Attention Service Bulletin
737–53–1159, Revision 1, dated October 20,
2014: Within 120 days after the effective date
of this AD, inspect for cracking at the number
2 VHF antenna location, and do all
applicable follow-on actions, using a method
approved in accordance with the procedures
specified in paragraph (m) of this AD.
(h) Inspection and Follow-On Actions:
Groups 2 Through 6, Configurations 1
Through 3
For airplanes identified as Groups 2
through 6, Configurations 1 through 3 in
Boeing Special Attention Service Bulletin
737–53–1159, Revision 1, dated October 20,
2014: Within 1,250 flight cycles after the
effective date of this AD, do an external
detailed inspection for cracking of the
fuselage skin, as applicable, and do all
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30169
applicable corrective actions, in accordance
with Part 1 of the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 737–53–1159, Revision 1,
dated October 20, 2014. Thereafter, at the
applicable time specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Special Attention
Service Bulletin 737–53–1159, Revision 1,
dated October 20, 2014, except as required by
paragraph (l)(1) of this AD: Do all applicable
actions specified in paragraphs (h)(1) through
(h)(4) of this AD.
(1) Repeat the Part 1 inspections specified
in paragraph (h) of this AD until the
accomplishment of paragraph (k)(1), (k)(2), or
(k)(3) of this AD, as applicable.
(2) Inspect for cracking at the number 2
VHF antenna location using internal and
external detailed inspections, internal and
external high frequency eddy current (HFEC)
inspections, and an HFEC open-hole
inspection, as applicable, in accordance with
Part 2 of the Accomplishment Instructions of
Boeing Special Attention Service Bulletin
737–53–1159, Revision 1, dated October 20,
2014. Repeat the inspections until the
accomplishment of paragraph (k)(2) or (k)(3)
of this AD, as applicable.
(3) Repair any crack found, in accordance
with Part 3 of the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 737–53–1159, Revision 1,
dated October 20, 2014, except as required by
paragraph (l)(2) of this AD.
(4) Do a preventive modification, in
accordance with Part 4 of the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20, 2014,
except as specified in paragraph (l)(2) of this
AD. The accomplishment of this preventive
modification terminates the inspections
required by paragraphs (h), (h)(1), and (h)(2)
of this AD.
(i) Inspection and Follow-On Actions:
Groups 3 Through 6, Configuration 4
For airplanes identified as Groups 3
through 6, Configuration 4, in Boeing Special
Attention Service Bulletin 737–53–1159,
Revision 1, dated October 20, 2014: At the
applicable time specified in table 10 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Special Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20, 2014,
except as required by paragraph (l)(1) of this
AD, do an external detailed inspection for
cracking at the outer row of fasteners
common to the internal repair doubler, and
do an internal general visual inspection for
cracking on the modified internal support
structure of the number 2 VHF antenna, skin,
and surrounding stringers, channel, and
frames, in accordance with the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20, 2014.
(1) If any cracking is found, before further
flight, repair using a method approved in
accordance with the procedures specified in
paragraph (m) of this AD.
(2) If no cracking is found, repeat the
inspections at the time specified in table 10
of paragraph 1.E., ‘‘Compliance,’’ of Boeing
Special Attention Service Bulletin 737–53–
1159, Revision 1, dated October 20, 2014.
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(j) Post Repair/Post Modification Inspections
Tables 7 through 9 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Special Attention
Service Bulletin 737–53–1159, Revision 1,
dated October 20, 2014, specify post-repair
and post-modification airworthiness
limitation inspections in compliance with 14
CFR 25.571(a)(3) at the repaired and
modified locations, which support
compliance with 14 CFR 121.1109(c)(2) or
129.109(b)(2). As airworthiness limitations,
these inspections are required by
maintenance and operational rules. It is
therefore unnecessary to mandate them in
this AD. Deviations from these inspections
require FAA approval, but do not require an
alternative method of compliance.
(k) Terminating Action Provisions
The following describes terminating action
for the airplane groups and configurations, as
identified in Boeing Special Attention
Service Bulletin 737–53–1159, Revision 1,
dated October 20, 2014.
(1) For airplanes in Group 2, Configuration
2; and Groups 3 through 6, Configuration 2:
Accomplishment of the inspections specified
in paragraph (h)(2) of this AD terminates the
repetitive inspection requirements of
paragraph (h)(1) of this AD.
(2) For airplanes in Group 2, Configuration
1; and Groups 3 through 6, Configurations 1,
2, and 3: Accomplishment of the repair
specified in paragraph (h)(3) of this AD
terminates the initial and repetitive
inspections specified in paragraphs (h),
(h)(1), and (h)(2) of this AD.
(3) For airplanes in Group 2, Configuration
1; and Groups 3 through 6, Configurations 1
and 3: Accomplishment of the preventive
modification specified in paragraph (h)(4) of
this AD terminates the initial and repetitive
inspections specified in paragraphs (h),
(h)(1), and (h)(2) of this AD.
Lhorne on DSK30JT082PROD with RULES
(l) Exception to Service Bulletin
Specifications
(1) Where Boeing Special Attention Service
Bulletin 737–53–1159, Revision 1, dated
October 20, 2014, specifies a compliance
time ‘‘after the Revision 1 date of this service
bulletin,’’ this AD requires compliance
within the specified compliance time after
the effective date of this AD.
(2) Where Boeing Special Attention Service
Bulletin 737–53–1159, Revision 1, dated
October 20, 2014, specifies to contact Boeing
for appropriate action, and specifies that
action as ‘‘RC’’ (Required for Compliance):
Before further flight, repair the cracking
using a method approved in accordance with
the procedures specified in paragraph (m) of
this AD.
(m) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in
VerDate Sep<11>2014
14:36 May 13, 2016
Jkt 238001
paragraph (n) of this AD. Information may be
emailed to: 9-ANM-LAACO-AMOCREQUESTS@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,
modification, or alteration required by this
AD if it is approved by Boeing Commercial
Airplanes Organization Designation
Authorization (ODA) that has been
authorized by the Manager, Los Angeles
ACO, to make those findings. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) Except as required by paragraph (l)(2)
of this AD, for service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (m)(4)(i) and (m)(4)(ii) apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. An AMOC is required
for any deviations to RC steps, including
substeps and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
(n) Related Information
For more information about this AD,
contact Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles ACO, 3960 Paramount
Boulevard, Lakewood, CA 90712–4137;
phone: 562–627–5264; fax: 562–627–5210;
email: jennifer.tsakoumakis@faa.gov.
(o) 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 Special Attention Service
Bulletin 737–53–1159, Revision 1, dated
October 20, 2014.
(ii) Reserved.
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com.
(4) You may view this 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.
(5) You may view this service information
that is incorporated by reference at the
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
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.
Issued in Renton, Washington, on May 4,
2016.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–11200 Filed 5–13–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–3141; Directorate
Identifier 2014–NM–242–AD; Amendment
39–18516; AD 2016–10–05]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all The
Boeing Company Model 757 airplanes.
This AD was prompted by a report of
cracking in the fuselage frame. This AD
requires inspections for cracking in the
fuselage frame, left and right sides, and
repair if necessary. We are issuing this
AD to detect and correct fuselage frame
fatigue cracking. Such cracking could
result in loss of structural integrity and
the inability to sustain loading
conditions.
DATES: This AD is effective June 20,
2016.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of June 20, 2016.
ADDRESSES: For service information
identified in this final rule, contact
Boeing Commercial Airplanes,
Attention: Data & Services Management,
P.O. Box 3707, MC 2H–65, Seattle, WA
98124–2207; telephone 206–544–5000,
extension 1; fax 206–766–5680; Internet
https://www.myboeingfleet.com. You
may view this referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221. It is also
available on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
3141.
SUMMARY:
E:\FR\FM\16MYR1.SGM
16MYR1
]]>Agencies
[Federal Register Volume 81, Number 94 (Monday, May 16, 2016)]
[Rules and Regulations]
[Pages 30166-30170]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-11200]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-2462; Directorate Identifier 2014-NM-224-AD;
Amendment 39-18515; AD 2016-10-04]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500
series airplanes. This AD was prompted by reports of cracked antenna
support channels, skin cracking underneath the number 2 very high
frequency (VHF) antenna, and cracking in the frames attached to the
internal support structure. This AD requires repetitive inspections to
determine the condition of the skin and the internal support structure,
and follow-on actions including corrective action as necessary. We are
issuing this AD to detect and correct skin cracking of the fuselage.
Such cracking could result in separation of the number 2 VHF antenna
from the airplane and rapid depressurization of the cabin.
DATES: This AD is effective June 20, 2016.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of June 20,
2016.
ADDRESSES: For service information identified in this final rule,
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
[[Page 30167]]
the availability of this material at the FAA, call 425-227-1221. It is
also available on the Internet at https://www.regulations.gov by
searching for and locating Docket No. FAA-2015-2462.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
2462; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the regulatory evaluation, any comments received, and
other information. The address for the Docket Office (phone: 800-647-
5527) is Document Management Facility, U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: 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 by adding an AD that would apply to certain The Boeing Company
Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. The
NPRM published in the Federal Register on July 20, 2015 (80 FR 42756)
(``the NPRM''). The NPRM was prompted by reports of cracked antenna
support channels, skin cracking underneath the number 2 VHF antenna,
and cracking in the frames attached to the internal support structure.
The NPRM proposed to require repetitive inspections to determine the
condition of the skin and the internal support structure, and follow-on
actions including corrective action as necessary. We are issuing this
AD to detect and correct skin cracking of the fuselage. Such cracking
could result in separation of the number 2 VHF antenna from the
airplane and rapid depressurization of the cabin.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment. Boeing concurred with the NPRM.
Request To Correct a Typographical Error in Paragraph (h)(4) of the
Proposed AD
Southwest Airlines requested that we correct a typographical error
in paragraph (h)(4) of the proposed AD, which states that
accomplishment of the preventative modification terminates the
inspection required by ``paragraphs (g), (g)(1), and (h)(2) of the
AD.'' Southwest Airlines noted that the NPRM does not contain paragraph
(g)(1). Southwest Airlines concluded that this appears to be a
typographical error and the references to paragraphs (g) and (g)(1) of
the proposed AD should be to paragraphs (h) and (h)(1) of the proposed
AD, similar to what is stated in paragraph (k)(3) of the proposed AD.
British Airways stated that it has identified a potential
contradiction between paragraphs (h)(4) and (k)(3) of the proposed AD.
British Airways stated that paragraph (h)(4) of the proposed AD refers
to paragraph (h)(2), whereas paragraph (k)(3) of the proposed AD refers
to paragraphs (h), (h)(1), and (h)(2) of the proposed AD.
We agree to revise paragraph (h)(4) of this AD because there is a
typographical error. We have changed the references in paragraph (h)(4)
of this AD to specify paragraphs (h), (h)(1), and (h)(2) of this AD.
This change resolves the contradiction noted by British Airways.
Request a Provision To Terminate Inspections Required by Paragraph (h)
of the Proposed AD
Southwest Airlines requested that we provide a provision to
terminate the inspections required by paragraph (h) of the proposed AD
for previously installed repairs that have received FAA approval. The
commenter stated that these repairs would inhibit the inspections
required by paragraph (h) of this AD.
We do not agree with the commenter's request because previously
installed FAA-approved repairs may not have been designed to address
the specified unsafe condition identified in this AD. We understand
that some of these repairs may not allow inspection of the area
specified in the AD; in those cases, the operator must request approval
for an alternative method of compliance (AMOC) according to paragraph
(m) of this AD. We have not revised this AD in this regard.
Request To Add Terminating Action to Paragraphs (h)(1) and (h)(2) of
the Proposed AD
British Airways asked why the terminating action specified in
paragraph (k)(3) of the proposed AD is not included in the text ``until
the accomplishment of paragraphs'' references in paragraphs (h)(1) and
(h)(2) of the proposed AD. We infer British Airways is requesting that
we revise paragraphs (h)(1) and (h)(2) of the proposed AD.
We agree with the commenter because installation of the preventive
modification in accordance with paragraph (k)(3) of this AD is
acceptable for terminating the repetitive inspections. In addition, we
note the reference to paragraph (k)(1) of this AD in paragraph (h)(2)
of this AD is redundant. We have made the following changes to this AD:
In paragraph (h)(1) of this AD, we specify to repeat the
inspections ``until the accomplishment of paragraph (k)(1), (k)(2), or
(k)(3) of this AD, as applicable.''
In paragraph (h)(2) of this AD, we specify to repeat the
inspections ``until the accomplishment of paragraph (k)(2) or (k)(3) of
this AD, as applicable.''
Request To Correct the Language in Paragraph (h)(2) of the Proposed AD
Southwest Airlines requested a correction to the language in
paragraph (h)(2) of the proposed AD to add the term ``as applicable''
after the listed inspections. Southwest Airlines stated that there are
multiple sections of Part 2 of the Accomplishment Instructions of
Boeing Special Attention Service Bulletin 737-53-1159, Revision 1,
dated October 20, 2014. Southwest Airlines noted that each group/
configuration has its own Part 2 instructions and that Groups 3 through
6, Configurations 2 and 3, do not contain instructions for internal
detailed inspections or internal high frequency eddy current
inspections.
We agree with the commenter because certain inspections are
applicable to only certain configurations. We have added the language
``as applicable'' to paragraph (h)(2) of this AD.
Request To Revise Certain Paragraphs To Include a Terminating Action
for the Preventive Modification
Southwest Airlines requested that we revise paragraph (k)(2) of the
proposed AD to include a statement that accomplishment of the repair
specified in paragraph (h)(3) of the proposed AD also terminates the
preventive modification specified in paragraph
[[Page 30168]]
(h)(4) of the proposed AD. Southwest Airlines stated that there is no
language in the NPRM or Boeing Special Attention Service Bulletin 737-
53-1159, Revision 1, dated October 20, 2014, that states whether the
preventative modification is required after the repair is installed.
We do not agree with the commenter's request because, for some
airplane configurations, the repair only installs an external skin
doubler and the preventative modification includes replacement of the
internal support structure. For some airplane configurations, the
preventive modification specified in Part 4 of the Accomplishment
Instructions of Boeing Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014, is required after installation of
the repair specified in Part 3 of the Accomplishment Instructions of
Boeing Special Attention Service Bulletin 737-53-1159, Revision 1,
dated October 20, 2014. We have not revised this AD in this regard.
Request To Provide Statement for Terminating Actions in Paragraph
(k)(2) of the Proposed AD
Southwest Airlines requested that we revise paragraph (k)(2) of the
proposed AD to specify the repair also terminates the initial
inspections in paragraph (h) of the proposed AD. Southwest Airlines
stated that the current statement in paragraph (k)(2) of the proposed
AD does not address a terminating action for the initial inspection
specified in paragraphs (h)(1) and (h)(2) of the proposed AD for
aircraft that have previously installed the repair specified in
paragraph (h)(3) of the proposed AD.
We agree with the commenter's request because repairs installed in
accordance with Part 3 of the Accomplishment Instructions of Boeing
Special Attention Service Bulletin 737-53-1159, Revision 1, dated
October 20, 2014, prior to the effective date of this AD, will not
allow accomplishment of the initial inspections as specified in
paragraph (h) of this AD. We revised paragraph (k)(2) of this AD to
specify that accomplishment of the repair required by paragraph (h)(3)
of this AD terminates the initial and repetitive inspections required
in paragraphs (h), (h)(1), and (h)(2) of this AD.
Effect of Winglets on Accomplishment of the Proposed Actions
Aviation Partners Boeing stated that accomplishing Supplemental
Type Certificate (STC) ST01219SE (https://rgl.faa.gov/
Regulatory_and_Guidance_Library/rgstc.nsf/0/
be866b732f6cf31086257b9700692796/$FILE/ST01219SE.pdf) does not affect
the actions specified in the NPRM.
We concur with the commenter. We have redesignated paragraph (c) of
the proposed AD as paragraph (c)(1) of this AD and added new paragraph
(c)(2) to this AD to state that installation of STC ST01219SE does not
affect the ability to accomplish the actions required by this AD.
Therefore, for airplanes on which STC ST01219SE is installed, a
``change in product'' AMOC approval request is not necessary to comply
with the requirements of 14 CFR 39.17.
Change to Paragraph (j) of This AD
We have revised paragraph (j) of this AD to clarify that the post-
repair and post-modification inspections are airworthiness limitations
that are required by maintenance and operational rules; therefore,
these inspections are not required by this AD.
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 for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
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
We reviewed Boeing Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014. The service information describes
procedures for repetitive inspections to determine the condition of the
skin and the internal support structure, and follow-on actions
including corrective action as necessary. This service information is
reasonably available because the interested parties have access to it
through their normal course of business or by the means identified in
the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects 609 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
----------------------------------------------------------------------------------------------------------------
Inspections.............. 33 work-hours x $85 $0 $2,805 per inspection $1,708,245 per
per hour = $2,805 per cycle. inspection cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs/
modifications that would be required based on the results of the
inspections. We have no way of determining the number of aircraft that
might need these repairs/modifications.
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Repair and preventive modification............ 63 work-hours x $85 per hour = $10,432 $15,787
$5,355.
----------------------------------------------------------------------------------------------------------------
According to the manufacturer, some of the costs of this AD may be
covered under warranty, thereby reducing the cost impact on affected
individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue
[[Page 30169]]
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 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 adding the following new airworthiness
directive (AD):
2016-10-04 The Boeing Company: Amendment 39-18515; Docket No. FAA-
2015-2462; Directorate Identifier 2014-NM-224-AD.
(a) Effective Date
This AD is effective June 20, 2016.
(b) Affected ADs
None.
(c) Applicability
(1) This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certificated in any
category, as identified in Boeing Special Attention Service Bulletin
737-53-1159, Revision 1, dated October 20, 2014.
(2) Installation of Supplemental Type Certificate (STC)
ST01219SE (https://rgl.faa.gov/Regulatory_and_Guidance_Library/
rgstc.nsf/0/be866b732f6cf31086257b9700692796/$FILE/ST01219SE.pdf)
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST01219SE is
installed, a ``change in product'' alternative method of compliance
(AMOC) approval request is not necessary to comply with the
requirements of 14 CFR 39.17.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of cracked antenna support
channels, skin cracking underneath the number 2 VHF antenna, and
cracking in the frames attached to the internal support structure.
We are issuing this AD to detect and correct skin cracking of the
fuselage. Such cracking could result in separation of the number 2
VHF antenna from the airplane and rapid depressurization of the
cabin.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspection and Follow-On Actions: Group 1
For airplanes identified as Group 1 in Boeing Special Attention
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014:
Within 120 days after the effective date of this AD, inspect for
cracking at the number 2 VHF antenna location, and do all applicable
follow-on actions, using a method approved in accordance with the
procedures specified in paragraph (m) of this AD.
(h) Inspection and Follow-On Actions: Groups 2 Through 6,
Configurations 1 Through 3
For airplanes identified as Groups 2 through 6, Configurations 1
through 3 in Boeing Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014: Within 1,250 flight cycles after
the effective date of this AD, do an external detailed inspection
for cracking of the fuselage skin, as applicable, and do all
applicable corrective actions, in accordance with Part 1 of the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
Thereafter, at the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing Special Attention Service Bulletin 737-53-
1159, Revision 1, dated October 20, 2014, except as required by
paragraph (l)(1) of this AD: Do all applicable actions specified in
paragraphs (h)(1) through (h)(4) of this AD.
(1) Repeat the Part 1 inspections specified in paragraph (h) of
this AD until the accomplishment of paragraph (k)(1), (k)(2), or
(k)(3) of this AD, as applicable.
(2) Inspect for cracking at the number 2 VHF antenna location
using internal and external detailed inspections, internal and
external high frequency eddy current (HFEC) inspections, and an HFEC
open-hole inspection, as applicable, in accordance with Part 2 of
the Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-53-1159, Revision 1, dated October 20, 2014. Repeat the
inspections until the accomplishment of paragraph (k)(2) or (k)(3)
of this AD, as applicable.
(3) Repair any crack found, in accordance with Part 3 of the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-53-1159, Revision 1, dated October 20, 2014, except as
required by paragraph (l)(2) of this AD.
(4) Do a preventive modification, in accordance with Part 4 of
the Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-53-1159, Revision 1, dated October 20, 2014, except as
specified in paragraph (l)(2) of this AD. The accomplishment of this
preventive modification terminates the inspections required by
paragraphs (h), (h)(1), and (h)(2) of this AD.
(i) Inspection and Follow-On Actions: Groups 3 Through 6, Configuration
4
For airplanes identified as Groups 3 through 6, Configuration 4,
in Boeing Special Attention Service Bulletin 737-53-1159, Revision
1, dated October 20, 2014: At the applicable time specified in table
10 of paragraph 1.E., ``Compliance,'' of Boeing Special Attention
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014,
except as required by paragraph (l)(1) of this AD, do an external
detailed inspection for cracking at the outer row of fasteners
common to the internal repair doubler, and do an internal general
visual inspection for cracking on the modified internal support
structure of the number 2 VHF antenna, skin, and surrounding
stringers, channel, and frames, in accordance with the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
(1) If any cracking is found, before further flight, repair
using a method approved in accordance with the procedures specified
in paragraph (m) of this AD.
(2) If no cracking is found, repeat the inspections at the time
specified in table 10 of paragraph 1.E., ``Compliance,'' of Boeing
Special Attention Service Bulletin 737-53-1159, Revision 1, dated
October 20, 2014.
[[Page 30170]]
(j) Post Repair/Post Modification Inspections
Tables 7 through 9 of paragraph 1.E., ``Compliance,'' of Boeing
Special Attention Service Bulletin 737-53-1159, Revision 1, dated
October 20, 2014, specify post-repair and post-modification
airworthiness limitation inspections in compliance with 14 CFR
25.571(a)(3) at the repaired and modified locations, which support
compliance with 14 CFR 121.1109(c)(2) or 129.109(b)(2). As
airworthiness limitations, these inspections are required by
maintenance and operational rules. It is therefore unnecessary to
mandate them in this AD. Deviations from these inspections require
FAA approval, but do not require an alternative method of
compliance.
(k) Terminating Action Provisions
The following describes terminating action for the airplane
groups and configurations, as identified in Boeing Special Attention
Service Bulletin 737-53-1159, Revision 1, dated October 20, 2014.
(1) For airplanes in Group 2, Configuration 2; and Groups 3
through 6, Configuration 2: Accomplishment of the inspections
specified in paragraph (h)(2) of this AD terminates the repetitive
inspection requirements of paragraph (h)(1) of this AD.
(2) For airplanes in Group 2, Configuration 1; and Groups 3
through 6, Configurations 1, 2, and 3: Accomplishment of the repair
specified in paragraph (h)(3) of this AD terminates the initial and
repetitive inspections specified in paragraphs (h), (h)(1), and
(h)(2) of this AD.
(3) For airplanes in Group 2, Configuration 1; and Groups 3
through 6, Configurations 1 and 3: Accomplishment of the preventive
modification specified in paragraph (h)(4) of this AD terminates the
initial and repetitive inspections specified in paragraphs (h),
(h)(1), and (h)(2) of this AD.
(l) Exception to Service Bulletin Specifications
(1) Where Boeing Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014, specifies a compliance time
``after the Revision 1 date of this service bulletin,'' this AD
requires compliance within the specified compliance time after the
effective date of this AD.
(2) Where Boeing Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014, specifies to contact Boeing for
appropriate action, and specifies that action as ``RC'' (Required
for Compliance): Before further flight, repair the cracking using a
method approved in accordance with the procedures specified in
paragraph (m) of this AD.
(m) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, has the authority to approve AMOCs for this AD, if
requested using the procedures found in 14 CFR 39.19. In accordance
with 14 CFR 39.19, send your request to your principal inspector or
local Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in paragraph (n) 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, modification, or alteration required by this AD
if it is approved by Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Los Angeles ACO, to make those findings. To be approved,
the repair method, modification deviation, or alteration deviation
must meet the certification basis of the airplane, and the approval
must specifically refer to this AD.
(4) Except as required by paragraph (l)(2) of this AD, for
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (m)(4)(i) and
(m)(4)(ii) apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. An AMOC is required for any deviations to RC steps,
including substeps and identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(n) Related Information
For more information about this AD, contact Jennifer
Tsakoumakis, Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los
Angeles ACO, 3960 Paramount Boulevard, Lakewood, CA 90712-4137;
phone: 562-627-5264; fax: 562-627-5210; email:
jennifer.tsakoumakis@faa.gov.
(o) 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 Special Attention Service Bulletin 737-53-1159,
Revision 1, dated October 20, 2014.
(ii) Reserved.
(3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
(4) You may view this 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.
(5) 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 May 4, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-11200 Filed 5-13-16; 8:45 am]
BILLING CODE 4910-13-P
