Airworthiness Directives; The Boeing Company Airplanes, 81314-81320 [2024-23117]
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Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations
The FAA periodically reviews
regulations and revises 14 CFR to
support the safety and efficiency of the
national airspace system. That review
may result in a rulemaking action if it
is appropriate to do so. While EXIT
signs are outside the scope of this direct
final rule, the FAA may address EXIT
signs in a future rulemaking action.
The second individual commenter
asserted that the ‘‘No Smoking’’ signs
should be removed entirely. The
commenter asserted that there are many
passenger activities prohibited by FAA
regulations, and the FAA should
evaluate why only this prohibition is
illuminated with signage. Therefore, the
commenter believed the FAA should
consider removing the ‘‘No Smoking’’
signs entirely to align with other
prohibited activities that lack signage.
While there are many prohibited
passenger activities on an aircraft, the
FAA believes that the physical ‘‘No
Smoking’’ sign, or the authorized
equivalent thereof, are an important
safety requirement. The physical
reminder of the sign signals to
passengers that they are not allowed to
engage in a potentially hazardous
smoking activity while onboard an
aircraft. The ‘‘No Smoking’’ signs have
been installed on aircraft for decades
and continue to be an effective reminder
for the traveling public. Therefore, the
FAA will continue to require signage
prohibiting smoking in the passenger
cabin.
After consideration of the comments
submitted in response to the direct final
rule, the FAA has determined that no
further rulemaking action is necessary.
Therefore, the effective date of the direct
final rule published August 23, 2024, at
89 FR 68094 is confirmed.
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III. Correction of the Authority Citation
for Part 91
In the Federal Register of August 22,
2024, in final rule Use of Supplemental
Restraint Systems at 89 FR 67834, the
FAA revised the authority citation for
part 91 by removing 49 U.S.C. 106(g).
However, the FAA retained that
authority citation for part 91 in the
published Modernization of Passenger
Information Requirements Relating to
‘‘No Smoking’’ Sign Illumination direct
final rule published in the Federal
Register of August 23, 2024, at 89 FR
68094. To correct this error, the FAA is
revising the authority citation for part
91.
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IV. How To Obtain Additional
Information
A. Electronic Access and Filing
A copy of the direct final rule, all
comments received, this confirmation
document, and all background material
may be viewed online at
www.regulations.gov using the docket
number listed above. A copy of this
confirmation document will be placed
in the docket. Electronic retrieval help
and guidelines are available on the
website. It is available 24 hours each
day, 365 days each year. An electronic
copy of this document may also be
downloaded from the Office of the
Federal Register’s website at
www.federalregister.gov and the
Government Publishing Office’s website
at www.govinfo.gov. A copy may also be
found on the FAA’s Regulations and
Policies website at www.faa.gov/
regulations_policies.
Copies may also be obtained by
sending a request to the Federal
Aviation Administration, Office of
Rulemaking, ARM–1, 800 Independence
Avenue SW, Washington, DC 20591, or
by calling (202) 267–9677. Commenters
must identify the docket or notice
number of this rulemaking.
All documents the FAA considered in
developing this final rule, including
economic analyses and technical
reports, may be accessed in the
electronic docket for this rulemaking.
B. Small Business Regulatory
Enforcement Fairness Act
The Small Business Regulatory
Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with
small entity requests for information or
advice about compliance with statutes
and regulations within its jurisdiction.
A small entity with questions regarding
this document, may contact its local
FAA official, or the person listed under
the FOR FURTHER INFORMATION CONTACT
heading at the beginning of the
preamble. To find out more about
SBREFA on the internet, visit
www.faa.gov/regulations_policies/
rulemaking/sbre_act/.
Correction
In FR Doc. 2024–18602 in the Federal
Register of Friday, August 23, 2024, the
following correction is made:
PART 91 [Corrected]
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Brandon Roberts,
Executive Director, Office of Rulemaking.
[FR Doc. 2024–23136 Filed 10–7–24; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2024–0769; Project
Identifier AD–2023–00556–T; Amendment
39–22815; AD 2024–16–09]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 777–200,
–200LR, –300, –300ER, and 777F series
airplanes. This AD was prompted by a
report indicating multiple findings of
cracks in the fuselage skin common to
the underwing longeron (UWL). This
AD requires external or internal
(depending on configuration)
inspections for any cracking of the left
and right side fuselage skin common to
the UWL, and applicable on-condition
actions. The FAA is issuing this AD to
address the unsafe condition on these
products.
SUMMARY:
This AD is effective November
12, 2024.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of November 12, 2024.
ADDRESSES:
DATES:
1. On page 68099, in the third column,
in part 91, in amendment 3, the
authority citation ‘‘49 U.S.C. 106(f),
106(g), 40101, 40103, 40105, 40113,
40120, 44101, 44111, 44701, 44704,
44709, 44711, 44712, 44715, 44716,
■
PO 00000
44717, 44722, 46306, 46315, 46316,
46504, 46506–46507, 47122, 47508,
47528–47531, 47534, Public Law 114–
190, 130 Stat. 615 (49 U.S.C. 44703
note); articles 12 and 29 of the
Convention on International Civil
Aviation (61 Stat. 1180), (126 Stat. 11).’’
is corrected to read ‘‘49 U.S.C. 106(f),
40101, 40103, 40105, 40113, 40120,
44101, 44111, 44701, 44704, 44709,
44711, 44712, 44715, 44716, 44717,
44722, 46306, 46315, 46316, 46504,
46506–46507, 47122, 47508, 47528–
47531, 47534, Public Law 114–190, 130
Stat. 615 (49 U.S.C. 44703 note); articles
12 and 29 of the Convention on
International Civil Aviation (61 Stat.
1180), (126 Stat. 11).’’
Issued under authority provided by 49
U.S.C. 106(f), 44701(a), and 41706(e) in
Washington, DC.
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Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2024–0769; or in person at
Docket Operations between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this final rule, any comments
received, and other information. The
address for Docket Operations is U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE, Washington, DC
20590.
Material Incorporated by Reference:
• For Boeing material identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110 SK57, Seal Beach, CA
90740–5600; telephone 562 797 1717;
website myboeingfleet.com.
• You may view this material at the
FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South
216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available at regulations.gov
under Docket No. FAA–2024–0769.
Luis
Cortez-Muniz, Aviation Safety Engineer,
FAA, 2200 South 216th St., Des Moines,
WA 98198; phone: 206–231–3958;
email: luis.a.cortez-muniz@faa.gov.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
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Background
The FAA 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 777–200, –200LR, –300, –300ER,
and 777F series airplanes. The NPRM
published in the Federal Register on
March 28, 2024 (89 FR 21446). The
NPRM was prompted by a report
indicating multiple findings of cracks in
the fuselage skin common to the UWL.
In the NPRM, the FAA proposed to
require external or internal (depending
on configuration) inspections for any
cracking of the left and right side
fuselage skin common to the UWL, and
applicable on-condition actions. The
FAA is issuing this AD to address
fuselage skin cracking caused by cold
work surface upset that is not removed
from the mating parts and high joint
load transfer or significant local bending
stresses at critical fastener locations.
The unsafe condition, if not addressed,
could result in an inability of a
principal structural element (PSE) to
sustain limit load, leading to reduced
structural integrity of the airplane and
possible loss of control of the airplane.
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Discussion of Final Airworthiness
Directive
Comments
The FAA received a comment from
FedEx Express, who found no issues
that could interfere with the timely
implementation of the proposed actions
in the NPRM.
The FAA received additional
comments from three commenters,
including American Airlines, Boeing,
and United Airlines. The following
presents the comments received on the
NPRM and the FAA’s response to each
comment.
Request To Clarify Locations Specified
in Paragraph (h)(3) of the Proposed AD
Boeing requested that paragraph (h)(3)
of the proposed AD be clarified to
specify that only the fuel tank side of
fastener locations that penetrate the fuel
tank boundary require cap seal
dimensions to meet the dimensions
given in Figure 1 to paragraph (h)(3) of
the proposed AD. Boeing stated that the
service information referenced in
Boeing Alert Requirements Bulletin
777–53A0100 RB, dated March 16,
2023, contain instructions for applying
cap seals to fasteners that penetrate a
fuel tank boundary and fasteners that do
not penetrate a fuel tank boundary.
Boeing added that for fasteners that do
not penetrate a fuel tank boundary,
fastener sealing is used as a pressure
seal to help mitigate corrosion and have
sealing specifications that include
minimum thickness requirements less
than the amount shown in paragraph
(h)(3) of the proposed AD that are
acceptable for their intended function
outside of the fuel tank. Boeing stated
that for fasteners that penetrate the fuel
tank, the cap seals on the interior side
of the fuel tank act as a primary fuel
seal, providing fault tolerance against
electromagnetic effects (electrical fault
currents and lightning currents), and are
also cap sealed on the exterior side for
corrosion prevention.
Boeing concluded that only the cap
seals on the interior side of the fuel tank
require the dimensions specified in
Figure 1 of paragraph (h)(3) of the
proposed AD to perform their intended
function, which is consistent with the
labels shown in Figure 1 of paragraph
(h)(3) of the proposed AD. Boeing
recommended replacing the text
‘‘applying a cap seal (sealant) to a
fastener, fastener head, and fastener
threads and collars, for this AD, during
application of any cap seal to a fastener,
fastener head, or fastener threads and
collars’’ with the text ‘‘applying a cap
seal (sealant) to a fastener location that
penetrates the fuel tank boundary, for
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this AD, during application of any cap
seal to a fastener, fastener head, or
fastener threads and collars inside the
fuel tank.’’
The FAA agrees to clarify paragraph
(h)(3) of this AD for the reasons
provided by the commenter. Locations
that do not penetrate the fuel tank
boundary do not require the same
sealant application procedures. The
FAA has added the text ‘‘inside the fuel
tank’’ to paragraph (h)(3) of this AD.
However, the FAA did not replace the
text ‘‘to a fastener, fastener head, and
fastener threads and collars’’ with the
text ‘‘to a fastener location that
penetrates the fuel tank boundary,’’ as
recommended by the commenter,
because the text ‘‘to a fastener, fastener
head, and fastener threads and collars
inside the fuel tank’’ better aligns with
the language within the service
information.
Request To Clarify Service Information
in Paragraph (h)(3) of the Proposed AD
American Airlines requested that the
FAA provided a comprehensive list of
all service information that will be
impacted by paragraph (h)(3) of the
proposed AD. American Airlines stated
that the statement ‘‘Where any service
information referenced in Boeing Alert
Requirements Bulletin 777–53A0100
RB’’ is vague and could potentially lead
to confusion.
The FAA agrees to specify the service
information affected by paragraph (h)(3)
of this AD. In addition, the FAA notes
that paragraph (h)(2) of this AD has
similar language (‘‘Where . . . any
service information referenced in
Boeing Alert Requirements Bulletin
777–53A0100 RB’’). The FAA has added
a note to paragraphs (h)(2) and (3) of
this AD to specify that Boeing Alert
Requirements Bulletin 777–53A0100
RB, dated March 16, 2023, refers to
Boeing Service Bulletin 777–53–0084,
Revision 2, dated December 9, 2020;
Boeing Service Bulletin 777–53–0087,
Revision 1, dated March 4, 2020; and
Boeing Alert Requirements Bulletin
777–57A0122 RB, dated October 8,
2021.
Request To Add a Note to Paragraph
(h)(3) of the Proposed AD
Boeing requested that the FAA add a
note to paragraph (h)(3) of the proposed
AD to refer to Boeing Model 777 Aircraft
Maintenance Manual (AMM) section
28–11–00 as an acceptable cap sealing
procedure to accomplish the actions
required in that paragraph. Boeing
stated it has received numerous queries
from operators on Figure 1 to paragraph
(h)(4) of AD 2023–17–14, which is
identical to Figure 1 to paragraph (h)(3)
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of the proposed AD. Operators have
asked whether Boeing Model 777 AMM
section 28–11–00 would be an
acceptable procedure for accomplishing
the requirements of paragraph (h)(4) of
AD 2023–17–14. Boeing stated it
believes that AMM 28–11–00 is an
acceptable procedure for performing cap
sealing inside the fuel tank because the
AMM is the source material for the
contents in Figure 1 to paragraph (h)(3)
of the proposed AD and contains the
same minimum seal thickness
dimensions as shown in Figure 1.
The FAA agrees. Boeing 777 AMM
28–11–00 meets the sealant
requirements of Figure 1 to paragraph
(h)(3) of this AD. As such, it would be
an acceptable procedure to follow when
sealing inside the fuel tank in
accordance with paragraph (h)(3) of this
AD. The FAA has added a note to
paragraph (h)(3) of this AD accordingly.
Request for Removal of Certain
Exceptions That Are Related to Other
ADs
United Airlines (United) requested
removal of the exceptions in paragraphs
(h)(4) through (6) of the proposed AD
that are for service information other
than Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March
16, 2023. United stated that it agrees
with the intention of the proposed AD,
but found the exceptions stated in
paragraphs (h)(4) through (6) of the
proposed AD to be unclear. United
stated that it has other ongoing projects
that use the instructions of Boeing
Service Bulletin 777–53–0084, Revision
2, dated December 9, 2020; Boeing
Service Bulletin 777 53–0087, Revision
1, dated March 4, 2020; and Boeing
Alert Requirements Bulletin 777–
57A0122 RB, dated October 8, 2021; to
comply with the requirements of AD
2019–11–02, Amendment 39–19648 (84
FR 28722, June 20, 2019) (AD 2019–11–
02) and AD 2023–17–14, Amendment
39–22541 (88 FR 60111, August 31,
2023) (AD 2023–17–14). United pointed
out that ADs 2019–11–02 and 2023–17–
14 have not been updated to include the
exceptions in those AD requirements
and recommends that the exceptions
removed from paragraphs (h)(4) through
(6) of the proposed AD be added to the
requirements of ADs 2019–11–02 and
2023–17–14.
The FAA disagrees with the request to
remove the exceptions in paragraphs
(h)(4) through (6) of this AD. If cracking
is found during certain inspections
required by Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March
16, 2023, then certain actions in Boeing
Service Bulletin 777–53–0084, Revision
2, dated December 9, 2020; Boeing
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Service Bulletin 777–53–0087, Revision
1, dated March 4, 2020; or Boeing Alert
Requirements Bulletin 777–57A0122
RB, dated October 8, 2021; might be
required as corrective actions. In order
to address the identified unsafe
condition, the service information, as
applicable, must be accomplished with
the exceptions specified in (h)(4)
through (6) of this AD. There are no new
requirements for AD 2019–11–02 and
AD 2023–17–14. However, as stated in
paragraph (i) of this AD, for airplanes on
which a front spar lower chord
modification specified in Boeing Alert
Requirements Bulletin 777–57A0122 RB
is done as part of the requirements of
paragraphs (g) and (h)(6) of this AD, the
modification requirements of paragraph
(g) of AD 2023–17–14 are terminated for
the applicable side (left or right) on
which the modification was done.
In addition, in the ‘‘Approval’’
paragraphs of Boeing Service Bulletin
777–53–0084, Revision 2, dated
December 9, 2020; Boeing Service
Bulletin 777–53–0087, Revision 1, dated
March 4, 2020; and Boeing Alert
Requirements Bulletin 777–57A0122
RB, dated October 8, 2021; it specifies
that certain actions are an alternative
method of compliance (AMOC) to the
inspection and corrective action
requirements of paragraph (g) of AD
2019–11–02, for modified longerons
only. The FAA has not changed this AD
in this regard.
Request To Add Paragraph for
Terminating Action for AD 2019–11–02
American Airlines requested that the
FAA add a paragraph similar to
paragraph (i) of the proposed AD for
terminating action for AD 2023–17–14
that refers to Boeing Service Bulletin
777–53–0087, Revision 1, dated March
4, 2020, as the terminating action to AD
2019–11–02.
The FAA does not agree. As
previously stated, the ‘‘Approval’’
paragraph of Boeing Service Bulletin
777–53–0087, Revision 1, dated March
4, 2020, already includes an approval
paragraph for the requirements of AD
2019–11–02. The FAA has not revised
this AD in this regard.
Request To Add Clarifying Paragraph
for Repetitive Inspections
American Airlines requested that the
FAA add a paragraph clarifying that ‘‘If
SB 777–53–0087 Rev 1 is accomplished
due to findings from the inspections
described in SB 777–53A0081 R02 (AD
2019–11–02), and NO skin repair is
done, the repetitive inspections IAW SB
777–53A0100 will still be required since
terminating action for those inspections
is only valid if the underwing longeron
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AND fuselage skin modification is
accomplish in accordance with SB 777–
53–0087 R01.’’
The FAA concurs with American
Airlines’ statement that repetitive
inspections continue until the fuselage
skin modification is done. The UWL
with fuselage skin modification is
terminating action to the repeat
inspections in Boeing Alert
Requirements Bulletin 777–53A0100
RB, dated March 16, 2023. If Boeing
Service Bulletin 777–53–0087, Revision
1, dated March 4, 2020, is accomplished
without the fuselage skin modification,
repeat inspections in accordance with
Boeing Alert Requirements Bulletin
777–53A0100 RB, dated March 16,
2023, continue to apply. The FAA notes
that flagnote (a) in the tables in the
‘‘Compliance’’ paragraph of Boeing
Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023,
specifies ‘‘Accomplishment of the left
side UWL with fuselage skin
modification in accordance with
Revision 1 of Boeing Service Bulletin
777–53–0087 is terminating action for
this repeat inspection.’’
The FAA also notes where in the
second paragraph of ‘‘Other Relevant
Rulemaking’’ of the NPRM states ‘‘The
accomplishment of the longeron
modification specified in Boeing Service
Bulletin 777–53–0084, Revision 2, dated
December 9, 2020, or Boeing Service
Bulletin 777–53–0087, Revision 1, dated
March 4, 2020’’ the text should state
‘‘The accomplishment of the longeron
modification with fuselage skin
modification specified in Boeing Service
Bulletin 777–53–0084, Revision 2, dated
December 9, 2020, or Boeing Service
Bulletin 777–53–0087, Revision 1, dated
March 4, 2020.’’ However, the ‘‘Other
Relevant Rulemaking’’ paragraphs are
not restated in this AD. The FAA has
not revised this AD in this regard.
Request To Allow Later Revisions of
Service Information
American Airlines requested that the
FAA allow the use of future revisions of
Boeing Service Bulletin 777–53–0087,
Revision 1, dated March 4, 2020.
American Airlines stated the Revision 2
of Boeing Service Bulletin 777–53–0087
will add new replacement and
supplemental kits, add fastener
installation instructions, update bracket
installation instructions, correct fastener
callouts and correct typographical
errors.
The FAA does not agree. Revision 2
of Boeing Service Bulletin 777–53–0087
has not yet been FAA approved nor
been published. The FAA may not refer
to any document that does not yet exist
in an AD. To allow operators to use later
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revisions of the referenced document
(issued after publication of the AD),
either the FAA must revise the AD to
reference specific later revisions, or
operators must request approval to use
later revisions as an alternative method
of compliance with this AD under the
provisions of paragraph (j) of this AD.
Request To Clarify Paragraph (h)(5) of
the Proposed AD
American Airlines requested that the
FAA clarify if paragraph (h)(5) of the
proposed AD is exclusive to the center
wing fuel tank location, or whether
adjustments should also be made to the
other steps that offer the choice to
utilize Boeing Material Specification
(BMS) 5–95 sealant or other sealants.
The FAA agrees to clarify. The
exception in paragraph (h)(5) of this AD
is applicable to sealant application in
the center wing fuel tank only. The use
of BMS 5–95 sealant instead of BMS 5–
45 sealant is only a concern when the
location being sealed is inside a fuel
tank such that the sealant is directly
exposed to fuel. Only Figure 13 and
Figure 49 describe sealing operations
inside a fuel tank using BMS 5–95
sealant. As such, paragraph (h)(5) of this
AD is specifically limited to flagnote (f)
of Figure 13 and Figure 49. Other
locations (i.e., other flagnotes and
figures) in the service information that
provide an option of BMS 5–45 and
BMS 5–95 are acceptable as written. The
FAA also notes that a similar rationale
applies to the exception in paragraph
(h)(4) of this AD. The FAA has not
changed this AD in this regard.
Conclusion
The FAA reviewed the relevant data,
considered any comments received, and
determined that air safety requires
adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on these
products. Except for minor editorial
changes, and any other changes
described previously, this AD is
adopted as proposed in the NPRM.
None of the changes will increase the
economic burden on any operator.
Material Incorporated by Reference
Under 1 CFR Part 51
The FAA reviewed Boeing Alert
Requirements Bulletin 777–53A0100
RB, dated March 16, 2023. This material
specifies procedures for external or
internal (depending on configuration)
detailed and ultrasonic or surface high
frequency eddy current (HFEC)
inspections for any cracking of the left
and right side fuselage skin common to
the UWL, and applicable on-condition
81317
actions. On-condition actions include,
among other things, modification of the
fuselage skin, and post-modification
inspections and applicable corrective
actions (repairs of cracking).
Compliance times for on-condition
actions depend on inspection type,
inspection findings, and modification
status.
The FAA also reviewed Boeing Multi
Operator Message MOM–MOM–24–
0054–01B, dated January 26, 2024. This
material specifies corrections for Boeing
Alert Requirements Bulletin 777–
57A0122 RB, dated October 8, 2021, that
address a non-destructive test manual
(NDTM) error, fastener callout errors,
inadequate cap seal instructions, figure
orientation errors, minimum gap errors,
missing fasteners on certain figures,
affected groups missing from certain
figures, and typographical errors.
This material 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
The FAA estimates that this AD
affects 272 airplanes of U.S. registry.
The FAA estimates the following costs
to comply with this AD:
ESTIMATED COSTS
Action
External or internal inspections.
Labor cost
Parts cost
Cost per product
$0
$1,785 per inspection cycle ...
Up to 21 work-hours × $85
per hour = $1,785 per inspection cycle.
The FAA estimates the following
costs to do any necessary on-condition
actions that would be required based on
the results of the inspection. The agency
Cost on U.S. operators
$485,520 per inspection
cycle.
has no way of determining the number
of aircraft that might need these actions:
ON-CONDITION COSTS
Action
Labor cost
Modification ..............................................
420 work-hours × $85 per hour =
$35,700.
46 work-hours × $85 per hour = $3,910
per inspection cycle.
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Post-modification inspections ..................
The FAA has received no definitive
data on which to base the cost estimates
for the on-condition repairs specified in
this AD.
The FAA has included all known
costs in its cost estimate. According to
the manufacturer, however, some or all
of the costs of this AD may be covered
under warranty, thereby reducing the
cost impact on affected operators.
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Parts cost
$40,620
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.
The FAA is issuing this rulemaking
under the authority described in
Subtitle VII, Part A, Subpart III, Section
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Cost per product
0
$76,320.
$3,910 per inspection cycle.
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.
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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) Will not affect intrastate aviation
in Alaska, and
(3) 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.
(c) Applicability
This AD applies to The Boeing Company
Model 777–200, –200LR, –300, –300ER, and
777F series airplanes, certificated in any
category, as identified in Boeing Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
The Amendment
(e) Unsafe Condition
This AD was prompted by a report
indicating multiple findings of cracks in the
fuselage skin common to the underwing
longeron (UWL). The FAA is issuing this AD
to address fuselage skin cracking caused by
cold work surface upset that is not removed
from the mating parts and high joint load
transfer or significant local bending stresses
at critical fastener locations. The unsafe
condition, if not addressed, could result in an
inability of a principal structural element
(PSE) to sustain limit load, leading to
reduced structural integrity of the airplane
and possible loss of control of the airplane.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
PART 39—AIRWORTHINESS
DIRECTIVES
(g) Required Actions
Except as specified by paragraph (h) of this
AD: At the applicable times specified in the
‘‘Compliance’’ paragraph of Boeing Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023, do all applicable
actions identified in, and in accordance with,
the Accomplishment Instructions of Boeing
Alert Requirements Bulletin 777–53A0100
RB, dated March 16, 2023.
Note 1 to paragraph (g): Guidance for
accomplishing the actions required by this
AD can be found in Boeing Alert Service
Bulletin 777–53A0100, dated March 16,
2023, which is referred to in Boeing Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023.
Note 2 to paragraph (g): Guidance for
accomplishing certain on-condition actions
required by paragraph (g) of this AD can be
found in Boeing Service Bulletin 777–53–
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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:
■
2024–16–09 The Boeing Company:
Amendment 39–22815; Docket No.
FAA–2024–0769; Project Identifier AD–
2023–00556–T.
(a) Effective Date
This airworthiness directive (AD) is
effective November 12, 2024.
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(b) Affected ADs
This AD affects AD 2023–17–14,
Amendment 39–22541 (88 FR 60111, August
31, 2023) (AD 2023–17–14).
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0084, Revision 2, dated December 9, 2020;
Boeing Service Bulletin 777–53–0087
Revision 1, dated March 4, 2020; and Boeing
Alert Requirements Bulletin 777–57A0122
RB, dated October 8, 2021.
(h) Exceptions to Requirements Bulletin
Specifications
(1) Where the Compliance Time columns
of the tables in the ‘‘Compliance’’ paragraph
of Boeing Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023, use the
phrase ‘‘the original issue date of
Requirements Bulletin 777–53A0100 RB,’’
this AD requires using the effective date of
this AD.
(2) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, and any service information referenced
in Boeing Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023, specifies
contacting Boeing for repair instructions:
This AD requires doing the repair using a
method approved in accordance with the
procedures specified in paragraph (j) of this
AD.
Note 3 to paragraph (h)(2): This note
applies to paragraphs (h)(2) and (3) of this
AD. Boeing Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023, refers to
Boeing Service Bulletin 777–53–0084,
Revision 2, dated December 9, 2020; Boeing
Service Bulletin 777–53–0087, Revision 1,
dated March 4, 2020; and Boeing Alert
Requirements Bulletin 777–57A0122 RB,
dated October 8, 2021.
(3) Where any service information
referenced in Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies applying a cap seal (sealant)
to a fastener, fastener head, and fastener
threads and collars inside the fuel tank, for
this AD, during application of any cap seal
to a fastener, fastener head, or fastener
threads and collars inside the fuel tank, the
cap seal must be applied using a cap sealing
procedure with thickness greater than or
equal to the dimensions given in Figure 1 to
paragraph (h)(3) of this AD.
Note 4 to paragraph (h)(3): Guidance on an
acceptable cap sealing procedure for
accomplishing the actions required by
paragraph (h)(3) of this AD can be found in
Boeing Model 777 Aircraft Maintenance
Manual (AMM) section 28–11–00.
Figure 1 to Paragraph (h)(3)—Cap Sealing
Dimensions (all Dimensions are in Inches)
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(4) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with Revision 2 of Boeing Service Bulletin
777–53–0084,’’ for this AD, where flagnote (f)
of Figure 7 and Figure 22 of that referenced
service information (‘‘Revision 2 of Boeing
Service Bulletin 777–53–0084’’) includes a
sealant callout of Boeing Material
Specification (BMS) 5–45 or an optional BMS
5–95, only BMS 5–45 is allowed.
(5) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with Revision 1 of Boeing Service Bulletin
777–53–0087,’’ for this AD, where flagnote (f)
of Figure 13 and Figure 49 of that referenced
service information (‘‘Revision 1 of Boeing
Service Bulletin 777–53–0087’’) includes a
sealant callout of BMS 5–45 or an optional
BMS 5–95, only BMS 5–45 is allowed.
(6) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with the original issue of Boeing Alert
Requirements Bulletin 777–57A0122 RB,’’ for
this AD, the exceptions specified in
paragraph (h)(6)(i) through (v) of this AD
apply to that referenced service information
(‘‘the original issue of Boeing Alert
Requirements Bulletin 777–57A0122 RB’’)
and the corrections identified in Boeing
Multi Operator Message MOM–MOM–24–
0054–01B, dated January 26, 2024, apply to
that referenced service information.
(i) Where the ‘‘Compliance’’ paragraph of
the referenced service information identifies
‘‘Tables 1 through 50,’’ the correct number of
tables is Tables 1 through 54.
(ii) The referenced service information
does not specify the application of cap seals
to underwing longeron fasteners, fastener
heads, and fastener threads and collars for
the airplane groups and configurations
identified in paragraphs (h)(6)(ii)(A) through
(D) of this AD. For those airplane groups and
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configurations, the application of a cap seal
to the underwing longeron fasteners at the
locations identified in Figures 81 and 144 is
required during installation of the underwing
longeron and must be applied using a cap
sealing procedure with thickness greater than
or equal to the dimensions given in Figure 1
to paragraph (h)(3) of this AD.
(A) Groups 7 and 8, Configurations 5
through 8, on the left side.
(B) Group 9, Configurations 1 and 2, on the
left side.
(C) Groups 7 and 8, Configurations 2, 6, 10,
and 14, on the right side.
(D) Group 9, Configurations 1 and 3, on the
right side.
(iii) For any inspection that may require
the removal of fastener cap seals, if the cap
seal is removed, a cap seal of BMS 5–45
sealant must be reapplied using a cap sealing
procedure with a thickness equal to or greater
than the dimensions specified in Figure 1 to
paragraph (h)(3) of this AD before further
flight after completion of the inspection.
(iv) The referenced service information
does not require the restoration of any sealant
removed to accomplish high frequency eddy
current and ultrasonic inspections external to
the fuel tank in Figures 1, 7, 11, and 17.
Following completion of any inspection
required by those figures, replacement of the
sealant described in paragraph (h)(6)(iv)(A)
and repair of the sealant described in
paragraph (h)(6)(iv)(B) of this AD, as
applicable, is required.
(A) Where any sealant was removed from
the heads of fasteners, before further flight,
cover and fillet seal the fasteners using BMS
5–45 or BMS 5–95 sealant.
Note 5 to paragraph (h)(6)(iv)(A):
Guidance for accomplishing the actions
required by paragraph (h)(6)(iv)(A) of this AD
can be found in the Boeing Standard
Overhaul Practices Manual (SOPM) section
20–50–19.
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(B) Following any sealant replacement
required by paragraph (h)(6)(iv)(A) of this
AD, where any secondary fuel barrier coating
was removed, before further flight, repair the
secondary fuel barrier using BMS 5–81
sealant.
Note 6 to paragraph (h)(6)(iv)(B): Guidance
for accomplishing the actions required by
paragraph (h)(6)(iv)(B) of this AD can be
found in Boeing Model 777 Aircraft
Maintenance Manual (AMM) section 28–11–
00.
(v) The Effectivity of the referenced service
information does not include Boeing Model
777F series airplanes having line numbers
1713, 1717, 1720, and 1724 through 1742
inclusive. For those airplanes the applicable
actions for Group 6 must be done.
(i) Terminating Action for AD 2023–17–14
For airplanes on which a front spar lower
chord modification specified in Boeing Alert
Requirements Bulletin 777–57A0122 RB is
done as part of the requirements of
paragraphs (g) and (h)(6) of this AD, the
modification requirements of paragraph (g) of
AD 2023–17–14 are terminated for the
applicable side (left or right) on which the
modification was done.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, AIR–520, Continued
Operational Safety Branch, 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 responsible Flight Standards Office, as
appropriate. If sending information directly
to the manager of the Continued Operational
Safety Branch, send it to the attention of the
person identified in paragraph (k)(1) of this
AD. Information may be emailed to: AMOC@
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 responsible Flight Standards 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 The Boeing Company
Organization Designation Authorization
(ODA) that has been authorized by the
Manager, AIR–520, Continued Operational
Safety Branch, FAA, 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.
DEPARTMENT OF TRANSPORTATION
(k) Related Information
The FAA is superseding
Airworthiness Directive (AD) 2009–01–
02, which applied to certain Boeing
Model 737–600, –700, –700C, –800, and
–900 series airplanes. AD 2009–01–02
required an inspection of frames
between body station (BS) 360 and BS
907 to determine if certain support
brackets of the air conditioning (A/C)
outlet extrusions are installed,
inspections for cracking of the frames
around the attachment holes of the
subject brackets, and repair if necessary.
AD 2009–01–02 also requires installing
new, improved fittings for all support
brackets of the A/C outlet extrusions
between BS 360 and BS 907. This AD
was prompted by numerous reports of
multiple cracks in the frame around the
attachment holes of the support bracket
of the A/C outlet extrusion, and the
determination that certain repairs might
develop fatigue cracks that could result
in the inability of the frame to sustain
limit load and therefore must be
inspected. This AD would continue to
require the actions specified in AD
2009–01–02 and would also require
repetitive inspections for cracking of
certain repairs, and repair if necessary.
The FAA is issuing this AD to address
the unsafe condition on these products.
DATES: This AD is effective November
12, 2024.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of November 12, 2024.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of February 27, 2009 (74 FR
4117, January 23, 2009).
ADDRESSES:
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2023–1886; or in person at
Docket Operations between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this final rule, any comments
(l) Material Incorporated by Reference
ddrumheller on DSK120RN23PROD with RULES1
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the material listed in this paragraph
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this material as
applicable to do the actions required by this
AD, unless the AD specifies otherwise.
(i) Boeing Alert Requirements Bulletin
777–53A0100 RB, dated March 16, 2023.
(ii) Boeing Multi Operator Message MOM–
MOM–24–0054–01B, dated January 26, 2024.
(3) For Boeing material, contact Boeing
Commercial Airplanes, Attention:
Contractual & Data Services (C&DS), 2600
Westminster Blvd., MC 110–SK57, Seal
Beach, CA 90740–5600; telephone 562–797–
1717; website myboeingfleet.com.
(4) You may view this material at the FAA,
Airworthiness Products Section, Operational
Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the
availability of this material at the FAA, call
206–231–3195.
(5) You may view this material at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
visit www.archives.gov/federal-register/cfr/
ibr-locations or email fr.inspection@nara.gov.
Issued on August 1, 2024.
Peter A. White,
Deputy Director, Integrated Certificate
Management Division, Aircraft Certification
Service.
[FR Doc. 2024–23117 Filed 10–7–24; 8:45 am]
BILLING CODE 4910–13–P
16:13 Oct 07, 2024
14 CFR Part 39
[Docket No. FAA–2023–1886; Project
Identifier AD–2023–00429–T; Amendment
39–22841; AD 2024–18–07]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY:
(1) For more information about this AD,
contact Luis Cortez-Muniz, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206–231–3958;
email: luis.a.cortez-muniz@faa.gov.
(2) Material identified in this AD that is not
incorporated by reference is available at the
address specified in paragraph (l)(3) of this
AD.
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received, and other information. The
address for Docket Operations is U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE, Washington, DC
20590.
Material Incorporated by Reference:
• For Boeing material identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110 SK57, Seal Beach, CA
90740–5600; telephone 562–797–1717;
website myboeingfleet.com.
• You may view this material at the
FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South
216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available at regulations.gov
under Docket No. FAA–2023–1886.
FOR FURTHER INFORMATION CONTACT:
Owen F. Bley-Male, Aviation Safety
Engineer, FAA, 2200 South 216th Street,
Des Moines, WA 98198; phone: 206–
231–3992; email: Owen.F.Bley-Male@
faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2009–01–02,
Amendment 39–15780 (74 FR 4117,
January 23, 2009) (AD 2009–01–02). AD
2009–01–02 applied to certain Boeing
Model 737–600, –700, –700C, –800, and
–900 series airplanes. The NPRM
published in the Federal Register on
September 25, 2023 (88 FR 65637). The
NPRM was prompted by numerous
reports of multiple cracks in the frame
around the attachment holes of the
support bracket of the A/C outlet
extrusion and the determination that
certain repairs might develop fatigue
cracks that could result in the inability
of the frame to sustain limit load and
therefore must be inspected. In the
NPRM, the FAA proposed to continue to
require a one-time general visual
inspection of frames between BS 360
and BS 907 to determine if certain
support brackets of the A/C outlet
extrusions are installed; medium- and
high-frequency eddy current inspections
for cracking of the frames around the
attachment holes of the subject brackets;
repair if necessary; and installation of
new, improved fittings for all support
brackets of the A/C outlet extrusions
between BS 360 and BS 907. The NPRM
also proposed to require repetitive
inspections for cracking of certain
repairs, and repair if necessary. The
FAA is issuing this AD to prevent frame
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]]>Agencies
[Federal Register Volume 89, Number 195 (Tuesday, October 8, 2024)]
[Rules and Regulations]
[Pages 81314-81320]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-23117]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2024-0769; Project Identifier AD-2023-00556-T;
Amendment 39-22815; AD 2024-16-09]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and
777F series airplanes. This AD was prompted by a report indicating
multiple findings of cracks in the fuselage skin common to the
underwing longeron (UWL). This AD requires external or internal
(depending on configuration) inspections for any cracking of the left
and right side fuselage skin common to the UWL, and applicable on-
condition actions. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective November 12, 2024.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of November 12,
2024.
ADDRESSES:
[[Page 81315]]
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2024-0769; or in person at Docket Operations between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this final rule, any comments received, and other
information. The address for Docket Operations is U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
Material Incorporated by Reference:
For Boeing material identified in this AD, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110 SK57, Seal Beach, CA 90740-5600;
telephone 562 797 1717; website myboeingfleet.com.
You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available at regulations.gov under
Docket No. FAA-2024-0769.
FOR FURTHER INFORMATION CONTACT: Luis Cortez-Muniz, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3958; email: [email protected].
SUPPLEMENTARY INFORMATION:
Background
The FAA 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 777-200, -200LR, -300, -300ER, and 777F series airplanes.
The NPRM published in the Federal Register on March 28, 2024 (89 FR
21446). The NPRM was prompted by a report indicating multiple findings
of cracks in the fuselage skin common to the UWL. In the NPRM, the FAA
proposed to require external or internal (depending on configuration)
inspections for any cracking of the left and right side fuselage skin
common to the UWL, and applicable on-condition actions. The FAA is
issuing this AD to address fuselage skin cracking caused by cold work
surface upset that is not removed from the mating parts and high joint
load transfer or significant local bending stresses at critical
fastener locations. The unsafe condition, if not addressed, could
result in an inability of a principal structural element (PSE) to
sustain limit load, leading to reduced structural integrity of the
airplane and possible loss of control of the airplane.
Discussion of Final Airworthiness Directive
Comments
The FAA received a comment from FedEx Express, who found no issues
that could interfere with the timely implementation of the proposed
actions in the NPRM.
The FAA received additional comments from three commenters,
including American Airlines, Boeing, and United Airlines. The following
presents the comments received on the NPRM and the FAA's response to
each comment.
Request To Clarify Locations Specified in Paragraph (h)(3) of the
Proposed AD
Boeing requested that paragraph (h)(3) of the proposed AD be
clarified to specify that only the fuel tank side of fastener locations
that penetrate the fuel tank boundary require cap seal dimensions to
meet the dimensions given in Figure 1 to paragraph (h)(3) of the
proposed AD. Boeing stated that the service information referenced in
Boeing Alert Requirements Bulletin 777-53A0100 RB, dated March 16,
2023, contain instructions for applying cap seals to fasteners that
penetrate a fuel tank boundary and fasteners that do not penetrate a
fuel tank boundary. Boeing added that for fasteners that do not
penetrate a fuel tank boundary, fastener sealing is used as a pressure
seal to help mitigate corrosion and have sealing specifications that
include minimum thickness requirements less than the amount shown in
paragraph (h)(3) of the proposed AD that are acceptable for their
intended function outside of the fuel tank. Boeing stated that for
fasteners that penetrate the fuel tank, the cap seals on the interior
side of the fuel tank act as a primary fuel seal, providing fault
tolerance against electromagnetic effects (electrical fault currents
and lightning currents), and are also cap sealed on the exterior side
for corrosion prevention.
Boeing concluded that only the cap seals on the interior side of
the fuel tank require the dimensions specified in Figure 1 of paragraph
(h)(3) of the proposed AD to perform their intended function, which is
consistent with the labels shown in Figure 1 of paragraph (h)(3) of the
proposed AD. Boeing recommended replacing the text ``applying a cap
seal (sealant) to a fastener, fastener head, and fastener threads and
collars, for this AD, during application of any cap seal to a fastener,
fastener head, or fastener threads and collars'' with the text
``applying a cap seal (sealant) to a fastener location that penetrates
the fuel tank boundary, for this AD, during application of any cap seal
to a fastener, fastener head, or fastener threads and collars inside
the fuel tank.''
The FAA agrees to clarify paragraph (h)(3) of this AD for the
reasons provided by the commenter. Locations that do not penetrate the
fuel tank boundary do not require the same sealant application
procedures. The FAA has added the text ``inside the fuel tank'' to
paragraph (h)(3) of this AD. However, the FAA did not replace the text
``to a fastener, fastener head, and fastener threads and collars'' with
the text ``to a fastener location that penetrates the fuel tank
boundary,'' as recommended by the commenter, because the text ``to a
fastener, fastener head, and fastener threads and collars inside the
fuel tank'' better aligns with the language within the service
information.
Request To Clarify Service Information in Paragraph (h)(3) of the
Proposed AD
American Airlines requested that the FAA provided a comprehensive
list of all service information that will be impacted by paragraph
(h)(3) of the proposed AD. American Airlines stated that the statement
``Where any service information referenced in Boeing Alert Requirements
Bulletin 777-53A0100 RB'' is vague and could potentially lead to
confusion.
The FAA agrees to specify the service information affected by
paragraph (h)(3) of this AD. In addition, the FAA notes that paragraph
(h)(2) of this AD has similar language (``Where . . . any service
information referenced in Boeing Alert Requirements Bulletin 777-
53A0100 RB''). The FAA has added a note to paragraphs (h)(2) and (3) of
this AD to specify that Boeing Alert Requirements Bulletin 777-53A0100
RB, dated March 16, 2023, refers to Boeing Service Bulletin 777-53-
0084, Revision 2, dated December 9, 2020; Boeing Service Bulletin 777-
53-0087, Revision 1, dated March 4, 2020; and Boeing Alert Requirements
Bulletin 777-57A0122 RB, dated October 8, 2021.
Request To Add a Note to Paragraph (h)(3) of the Proposed AD
Boeing requested that the FAA add a note to paragraph (h)(3) of the
proposed AD to refer to Boeing Model 777 Aircraft Maintenance Manual
(AMM) section 28-11-00 as an acceptable cap sealing procedure to
accomplish the actions required in that paragraph. Boeing stated it has
received numerous queries from operators on Figure 1 to paragraph
(h)(4) of AD 2023-17-14, which is identical to Figure 1 to paragraph
(h)(3)
[[Page 81316]]
of the proposed AD. Operators have asked whether Boeing Model 777 AMM
section 28-11-00 would be an acceptable procedure for accomplishing the
requirements of paragraph (h)(4) of AD 2023-17-14. Boeing stated it
believes that AMM 28-11-00 is an acceptable procedure for performing
cap sealing inside the fuel tank because the AMM is the source material
for the contents in Figure 1 to paragraph (h)(3) of the proposed AD and
contains the same minimum seal thickness dimensions as shown in Figure
1.
The FAA agrees. Boeing 777 AMM 28-11-00 meets the sealant
requirements of Figure 1 to paragraph (h)(3) of this AD. As such, it
would be an acceptable procedure to follow when sealing inside the fuel
tank in accordance with paragraph (h)(3) of this AD. The FAA has added
a note to paragraph (h)(3) of this AD accordingly.
Request for Removal of Certain Exceptions That Are Related to Other ADs
United Airlines (United) requested removal of the exceptions in
paragraphs (h)(4) through (6) of the proposed AD that are for service
information other than Boeing Alert Requirements Bulletin 777-53A0100
RB, dated March 16, 2023. United stated that it agrees with the
intention of the proposed AD, but found the exceptions stated in
paragraphs (h)(4) through (6) of the proposed AD to be unclear. United
stated that it has other ongoing projects that use the instructions of
Boeing Service Bulletin 777-53-0084, Revision 2, dated December 9,
2020; Boeing Service Bulletin 777 53-0087, Revision 1, dated March 4,
2020; and Boeing Alert Requirements Bulletin 777-57A0122 RB, dated
October 8, 2021; to comply with the requirements of AD 2019-11-02,
Amendment 39-19648 (84 FR 28722, June 20, 2019) (AD 2019-11-02) and AD
2023-17-14, Amendment 39-22541 (88 FR 60111, August 31, 2023) (AD 2023-
17-14). United pointed out that ADs 2019-11-02 and 2023-17-14 have not
been updated to include the exceptions in those AD requirements and
recommends that the exceptions removed from paragraphs (h)(4) through
(6) of the proposed AD be added to the requirements of ADs 2019-11-02
and 2023-17-14.
The FAA disagrees with the request to remove the exceptions in
paragraphs (h)(4) through (6) of this AD. If cracking is found during
certain inspections required by Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, then certain actions in Boeing
Service Bulletin 777-53-0084, Revision 2, dated December 9, 2020;
Boeing Service Bulletin 777-53-0087, Revision 1, dated March 4, 2020;
or Boeing Alert Requirements Bulletin 777-57A0122 RB, dated October 8,
2021; might be required as corrective actions. In order to address the
identified unsafe condition, the service information, as applicable,
must be accomplished with the exceptions specified in (h)(4) through
(6) of this AD. There are no new requirements for AD 2019-11-02 and AD
2023-17-14. However, as stated in paragraph (i) of this AD, for
airplanes on which a front spar lower chord modification specified in
Boeing Alert Requirements Bulletin 777-57A0122 RB is done as part of
the requirements of paragraphs (g) and (h)(6) of this AD, the
modification requirements of paragraph (g) of AD 2023-17-14 are
terminated for the applicable side (left or right) on which the
modification was done.
In addition, in the ``Approval'' paragraphs of Boeing Service
Bulletin 777-53-0084, Revision 2, dated December 9, 2020; Boeing
Service Bulletin 777-53-0087, Revision 1, dated March 4, 2020; and
Boeing Alert Requirements Bulletin 777-57A0122 RB, dated October 8,
2021; it specifies that certain actions are an alternative method of
compliance (AMOC) to the inspection and corrective action requirements
of paragraph (g) of AD 2019-11-02, for modified longerons only. The FAA
has not changed this AD in this regard.
Request To Add Paragraph for Terminating Action for AD 2019-11-02
American Airlines requested that the FAA add a paragraph similar to
paragraph (i) of the proposed AD for terminating action for AD 2023-17-
14 that refers to Boeing Service Bulletin 777-53-0087, Revision 1,
dated March 4, 2020, as the terminating action to AD 2019-11-02.
The FAA does not agree. As previously stated, the ``Approval''
paragraph of Boeing Service Bulletin 777-53-0087, Revision 1, dated
March 4, 2020, already includes an approval paragraph for the
requirements of AD 2019-11-02. The FAA has not revised this AD in this
regard.
Request To Add Clarifying Paragraph for Repetitive Inspections
American Airlines requested that the FAA add a paragraph clarifying
that ``If SB 777-53-0087 Rev 1 is accomplished due to findings from the
inspections described in SB 777-53A0081 R02 (AD 2019-11-02), and NO
skin repair is done, the repetitive inspections IAW SB 777-53A0100 will
still be required since terminating action for those inspections is
only valid if the underwing longeron AND fuselage skin modification is
accomplish in accordance with SB 777-53-0087 R01.''
The FAA concurs with American Airlines' statement that repetitive
inspections continue until the fuselage skin modification is done. The
UWL with fuselage skin modification is terminating action to the repeat
inspections in Boeing Alert Requirements Bulletin 777-53A0100 RB, dated
March 16, 2023. If Boeing Service Bulletin 777-53-0087, Revision 1,
dated March 4, 2020, is accomplished without the fuselage skin
modification, repeat inspections in accordance with Boeing Alert
Requirements Bulletin 777-53A0100 RB, dated March 16, 2023, continue to
apply. The FAA notes that flagnote (a) in the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, specifies ``Accomplishment of the
left side UWL with fuselage skin modification in accordance with
Revision 1 of Boeing Service Bulletin 777-53-0087 is terminating action
for this repeat inspection.''
The FAA also notes where in the second paragraph of ``Other
Relevant Rulemaking'' of the NPRM states ``The accomplishment of the
longeron modification specified in Boeing Service Bulletin 777-53-0084,
Revision 2, dated December 9, 2020, or Boeing Service Bulletin 777-53-
0087, Revision 1, dated March 4, 2020'' the text should state ``The
accomplishment of the longeron modification with fuselage skin
modification specified in Boeing Service Bulletin 777-53-0084, Revision
2, dated December 9, 2020, or Boeing Service Bulletin 777-53-0087,
Revision 1, dated March 4, 2020.'' However, the ``Other Relevant
Rulemaking'' paragraphs are not restated in this AD. The FAA has not
revised this AD in this regard.
Request To Allow Later Revisions of Service Information
American Airlines requested that the FAA allow the use of future
revisions of Boeing Service Bulletin 777-53-0087, Revision 1, dated
March 4, 2020. American Airlines stated the Revision 2 of Boeing
Service Bulletin 777-53-0087 will add new replacement and supplemental
kits, add fastener installation instructions, update bracket
installation instructions, correct fastener callouts and correct
typographical errors.
The FAA does not agree. Revision 2 of Boeing Service Bulletin 777-
53-0087 has not yet been FAA approved nor been published. The FAA may
not refer to any document that does not yet exist in an AD. To allow
operators to use later
[[Page 81317]]
revisions of the referenced document (issued after publication of the
AD), either the FAA must revise the AD to reference specific later
revisions, or operators must request approval to use later revisions as
an alternative method of compliance with this AD under the provisions
of paragraph (j) of this AD.
Request To Clarify Paragraph (h)(5) of the Proposed AD
American Airlines requested that the FAA clarify if paragraph
(h)(5) of the proposed AD is exclusive to the center wing fuel tank
location, or whether adjustments should also be made to the other steps
that offer the choice to utilize Boeing Material Specification (BMS) 5-
95 sealant or other sealants.
The FAA agrees to clarify. The exception in paragraph (h)(5) of
this AD is applicable to sealant application in the center wing fuel
tank only. The use of BMS 5-95 sealant instead of BMS 5-45 sealant is
only a concern when the location being sealed is inside a fuel tank
such that the sealant is directly exposed to fuel. Only Figure 13 and
Figure 49 describe sealing operations inside a fuel tank using BMS 5-95
sealant. As such, paragraph (h)(5) of this AD is specifically limited
to flagnote (f) of Figure 13 and Figure 49. Other locations (i.e.,
other flagnotes and figures) in the service information that provide an
option of BMS 5-45 and BMS 5-95 are acceptable as written. The FAA also
notes that a similar rationale applies to the exception in paragraph
(h)(4) of this AD. The FAA has not changed this AD in this regard.
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for minor editorial changes, and
any other changes described previously, this AD is adopted as proposed
in the NPRM. None of the changes will increase the economic burden on
any operator.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023. This material specifies procedures for external
or internal (depending on configuration) detailed and ultrasonic or
surface high frequency eddy current (HFEC) inspections for any cracking
of the left and right side fuselage skin common to the UWL, and
applicable on-condition actions. On-condition actions include, among
other things, modification of the fuselage skin, and post-modification
inspections and applicable corrective actions (repairs of cracking).
Compliance times for on-condition actions depend on inspection type,
inspection findings, and modification status.
The FAA also reviewed Boeing Multi Operator Message MOM-MOM-24-
0054-01B, dated January 26, 2024. This material specifies corrections
for Boeing Alert Requirements Bulletin 777-57A0122 RB, dated October 8,
2021, that address a non-destructive test manual (NDTM) error, fastener
callout errors, inadequate cap seal instructions, figure orientation
errors, minimum gap errors, missing fasteners on certain figures,
affected groups missing from certain figures, and typographical errors.
This material 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
The FAA estimates that this AD affects 272 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
External or internal inspections Up to 21 work-hours $0 $1,785 per $485,520 per
x $85 per hour = inspection cycle. inspection cycle.
$1,785 per
inspection cycle.
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of the
inspection. The agency has no way of determining the number of aircraft
that might need these actions:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Modification............................ 420 work-hours x $85 per $40,620 $76,320.
hour = $35,700.
Post-modification inspections........... 46 work-hours x $85 per 0 $3,910 per inspection
hour = $3,910 per cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
The FAA has received no definitive data on which to base the cost
estimates for the on-condition repairs specified in this AD.
The FAA has included all known costs in its cost estimate.
According to the manufacturer, however, some or all of the costs of
this AD may be covered under warranty, thereby reducing the cost impact
on affected operators.
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.
The FAA is 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.
[[Page 81318]]
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) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The 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:
2024-16-09 The Boeing Company: Amendment 39-22815; Docket No. FAA-
2024-0769; Project Identifier AD-2023-00556-T.
(a) Effective Date
This airworthiness directive (AD) is effective November 12,
2024.
(b) Affected ADs
This AD affects AD 2023-17-14, Amendment 39-22541 (88 FR 60111,
August 31, 2023) (AD 2023-17-14).
(c) Applicability
This AD applies to The Boeing Company Model 777-200, -200LR, -
300, -300ER, and 777F series airplanes, certificated in any
category, as identified in Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report indicating multiple findings of
cracks in the fuselage skin common to the underwing longeron (UWL).
The FAA is issuing this AD to address fuselage skin cracking caused
by cold work surface upset that is not removed from the mating parts
and high joint load transfer or significant local bending stresses
at critical fastener locations. The unsafe condition, if not
addressed, could result in an inability of a principal structural
element (PSE) to sustain limit load, leading to reduced structural
integrity of the airplane and possible loss of control of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-53A0100 RB, dated March 16, 2023, do
all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-53A0100 RB, dated March 16, 2023.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
777-53A0100, dated March 16, 2023, which is referred to in Boeing
Alert Requirements Bulletin 777-53A0100 RB, dated March 16, 2023.
Note 2 to paragraph (g): Guidance for accomplishing certain on-
condition actions required by paragraph (g) of this AD can be found
in Boeing Service Bulletin 777-53-0084, Revision 2, dated December
9, 2020; Boeing Service Bulletin 777-53-0087 Revision 1, dated March
4, 2020; and Boeing Alert Requirements Bulletin 777-57A0122 RB,
dated October 8, 2021.
(h) Exceptions to Requirements Bulletin Specifications
(1) Where the Compliance Time columns of the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, use the phrase ``the original
issue date of Requirements Bulletin 777-53A0100 RB,'' this AD
requires using the effective date of this AD.
(2) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, and any service information referenced in
Boeing Alert Requirements Bulletin 777-53A0100 RB, dated March 16,
2023, specifies contacting Boeing for repair instructions: This AD
requires doing the repair using a method approved in accordance with
the procedures specified in paragraph (j) of this AD.
Note 3 to paragraph (h)(2): This note applies to paragraphs
(h)(2) and (3) of this AD. Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, refers to Boeing Service Bulletin
777-53-0084, Revision 2, dated December 9, 2020; Boeing Service
Bulletin 777-53-0087, Revision 1, dated March 4, 2020; and Boeing
Alert Requirements Bulletin 777-57A0122 RB, dated October 8, 2021.
(3) Where any service information referenced in Boeing Alert
Requirements Bulletin 777-53A0100 RB, dated March 16, 2023,
specifies applying a cap seal (sealant) to a fastener, fastener
head, and fastener threads and collars inside the fuel tank, for
this AD, during application of any cap seal to a fastener, fastener
head, or fastener threads and collars inside the fuel tank, the cap
seal must be applied using a cap sealing procedure with thickness
greater than or equal to the dimensions given in Figure 1 to
paragraph (h)(3) of this AD.
Note 4 to paragraph (h)(3): Guidance on an acceptable cap
sealing procedure for accomplishing the actions required by
paragraph (h)(3) of this AD can be found in Boeing Model 777
Aircraft Maintenance Manual (AMM) section 28-11-00.
Figure 1 to Paragraph (h)(3)--Cap Sealing Dimensions (all Dimensions
are in Inches)
[[Page 81319]]
[GRAPHIC] [TIFF OMITTED] TR08OC24.009
(4) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
Revision 2 of Boeing Service Bulletin 777-53-0084,'' for this AD,
where flagnote (f) of Figure 7 and Figure 22 of that referenced
service information (``Revision 2 of Boeing Service Bulletin 777-53-
0084'') includes a sealant callout of Boeing Material Specification
(BMS) 5-45 or an optional BMS 5-95, only BMS 5-45 is allowed.
(5) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
Revision 1 of Boeing Service Bulletin 777-53-0087,'' for this AD,
where flagnote (f) of Figure 13 and Figure 49 of that referenced
service information (``Revision 1 of Boeing Service Bulletin 777-53-
0087'') includes a sealant callout of BMS 5-45 or an optional BMS 5-
95, only BMS 5-45 is allowed.
(6) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
the original issue of Boeing Alert Requirements Bulletin 777-57A0122
RB,'' for this AD, the exceptions specified in paragraph (h)(6)(i)
through (v) of this AD apply to that referenced service information
(``the original issue of Boeing Alert Requirements Bulletin 777-
57A0122 RB'') and the corrections identified in Boeing Multi
Operator Message MOM-MOM-24-0054-01B, dated January 26, 2024, apply
to that referenced service information.
(i) Where the ``Compliance'' paragraph of the referenced service
information identifies ``Tables 1 through 50,'' the correct number
of tables is Tables 1 through 54.
(ii) The referenced service information does not specify the
application of cap seals to underwing longeron fasteners, fastener
heads, and fastener threads and collars for the airplane groups and
configurations identified in paragraphs (h)(6)(ii)(A) through (D) of
this AD. For those airplane groups and configurations, the
application of a cap seal to the underwing longeron fasteners at the
locations identified in Figures 81 and 144 is required during
installation of the underwing longeron and must be applied using a
cap sealing procedure with thickness greater than or equal to the
dimensions given in Figure 1 to paragraph (h)(3) of this AD.
(A) Groups 7 and 8, Configurations 5 through 8, on the left
side.
(B) Group 9, Configurations 1 and 2, on the left side.
(C) Groups 7 and 8, Configurations 2, 6, 10, and 14, on the
right side.
(D) Group 9, Configurations 1 and 3, on the right side.
(iii) For any inspection that may require the removal of
fastener cap seals, if the cap seal is removed, a cap seal of BMS 5-
45 sealant must be reapplied using a cap sealing procedure with a
thickness equal to or greater than the dimensions specified in
Figure 1 to paragraph (h)(3) of this AD before further flight after
completion of the inspection.
(iv) The referenced service information does not require the
restoration of any sealant removed to accomplish high frequency eddy
current and ultrasonic inspections external to the fuel tank in
Figures 1, 7, 11, and 17. Following completion of any inspection
required by those figures, replacement of the sealant described in
paragraph (h)(6)(iv)(A) and repair of the sealant described in
paragraph (h)(6)(iv)(B) of this AD, as applicable, is required.
(A) Where any sealant was removed from the heads of fasteners,
before further flight, cover and fillet seal the fasteners using BMS
5-45 or BMS 5-95 sealant.
Note 5 to paragraph (h)(6)(iv)(A): Guidance for accomplishing
the actions required by paragraph (h)(6)(iv)(A) of this AD can be
found in the Boeing Standard Overhaul Practices Manual (SOPM)
section 20-50-19.
(B) Following any sealant replacement required by paragraph
(h)(6)(iv)(A) of this AD, where any secondary fuel barrier coating
was removed, before further flight, repair the secondary fuel
barrier using BMS 5-81 sealant.
Note 6 to paragraph (h)(6)(iv)(B): Guidance for accomplishing
the actions required by paragraph (h)(6)(iv)(B) of this AD can be
found in Boeing Model 777 Aircraft Maintenance Manual (AMM) section
28-11-00.
(v) The Effectivity of the referenced service information does
not include Boeing Model 777F series airplanes having line numbers
1713, 1717, 1720, and 1724 through 1742 inclusive. For those
airplanes the applicable actions for Group 6 must be done.
(i) Terminating Action for AD 2023-17-14
For airplanes on which a front spar lower chord modification
specified in Boeing Alert Requirements Bulletin 777-57A0122 RB is
done as part of the requirements of paragraphs (g) and (h)(6) of
this AD, the modification requirements of paragraph (g) of AD 2023-
17-14 are terminated for the applicable side (left or right) on
which the modification was done.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520, Continued Operational Safety Branch,
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
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the Continued Operational
Safety Branch, send it to the attention of the person identified in
paragraph (k)(1) of this AD. Information may be emailed to:
[email protected].
[[Page 81320]]
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards 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 The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, AIR-
520, Continued Operational Safety Branch, FAA, 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.
(k) Related Information
(1) For more information about this AD, contact Luis Cortez-
Muniz, Aviation Safety Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206-231-3958; email: [email protected].
(2) Material identified in this AD that is not incorporated by
reference is available at the address specified in paragraph (l)(3)
of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the material listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this material as applicable to do the actions
required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Requirements Bulletin 777-53A0100 RB, dated
March 16, 2023.
(ii) Boeing Multi Operator Message MOM-MOM-24-0054-01B, dated
January 26, 2024.
(3) For Boeing material, contact Boeing Commercial Airplanes,
Attention: Contractual & Data Services (C&DS), 2600 Westminster
Blvd., MC 110-SK57, Seal Beach, CA 90740-5600; telephone 562-797-
1717; website myboeingfleet.com.
(4) You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St.,
Des Moines, WA. For information on the availability of this material
at the FAA, call 206-231-3195.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].
Issued on August 1, 2024.
Peter A. White,
Deputy Director, Integrated Certificate Management Division, Aircraft
Certification Service.
[FR Doc. 2024-23117 Filed 10-7-24; 8:45 am]
BILLING CODE 4910-13-P
