[Federal Register Volume 78, Number 236 (Monday, December 9, 2013)]
[Proposed Rules]
[Pages 73744-73748]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-29310]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-0268; Directorate Identifier 2011-NM-129-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier supplemental notice of proposed
rulemaking (SNPRM) for all The Boeing Company Model 737-600, -700, -
700C, -800, -900 and -900ER series airplanes. The SNPRM proposed to
require inspecting for a serial number that starts with the letters
``SAIC'' on the left- and right-side horizontal stabilizer
identification plate; inspecting for correct bolt protrusion and
chamfer of the termination fitting bolts of the horizontal stabilizer
rear spar, if necessary; inspecting to determine if certain bolts are
installed, if necessary; and doing related investigative and corrective
actions if necessary. The SNPRM was prompted by reports of incorrectly
installed bolts common to
[[Page 73745]]
the rear spar termination fitting on the horizontal stabilizer. This
action revises the SNPRM by revising the applicable thresholds from
flight cycles on the airplane to flight cycles accumulated on the
affected horizontal stabilizer. We are proposing this SNPRM to prevent
loss of structural integrity of the horizontal stabilizer attachment
and loss of control of the airplane. Since these actions impose an
additional burden over that proposed in the earlier SNPRM, we are
reopening the comment period to allow the public the chance to comment
on these proposed changes.
DATES: We must receive comments on this SNPRM by January 23, 2014.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 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.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-
917-6440; fax: 425-917-6590; email: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2012-0268;
Directorate Identifier 2011-NM-129-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We issued a supplemental notice of proposed rulemaking (SNPRM) to
amend 14 CFR part 39 by adding an AD that would apply to certain The
Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER
series airplanes. The SNPRM published in the Federal Register on March
7, 2013 (78 FR 14734). The notice of proposed rulemaking (NPRM)
published in the Federal Register on March 20, 2012 (77 FR 16188). The
SNPRM added airplanes to the applicability of the NPRM, which proposed
to require inspecting for a serial number that starts with the letters
``SAIC'' on the left- and right-side horizontal stabilizer
identification plate; inspecting for correct bolt protrusion and
chamfer of the termination fitting bolts of the horizontal stabilizer
rear spar, if necessary; inspecting to determine if certain bolts are
installed, if necessary; and doing related investigative and corrective
actions if necessary.
Actions Since First SNPRM Was Issued
Since we issued the first SNPRM (78 FR 14734, March 7, 2013), we
have determined that the applicable thresholds need to be revised from
flight cycles on the airplane to flight cycles accumulated on the
affected horizontal stabilizer.
Comments
We gave the public the opportunity to comment on the first SNPRM
(78 FR 14734, March 7, 2013). The following presents the comments
received on the first SNPRM and the FAA's response to each comment.
Request To Revise Applicability
Boeing requested that the applicability of the first SNPRM (78 FR
14734, March 7, 2013) be revised to apply only to the airplanes
specified in Boeing Service Bulletin 737-55-1090, dated March 30, 2011,
and that the FAA establish operator responsibility in lieu of revising
the applicability to include all line numbers. Boeing stated that it is
the operators' responsibility to maintain records, including flight
cycles on principal structural elements, and that the horizontal
stabilizer is not designed as a rotable part and no interchangeability
notes are included on drawings.
We disagree. In the comments to the NPRM (77 FR 16188, dated March
20, 2012), one operator commented that stabilizers are rotated among
airplanes. Therefore, the applicability of the NPRM was incorrect. The
first SNPRM (78 FR 14734, March 7, 2013) was issued to open the
applicability to ``all'' affected airplane models to address the
possibility that stabilizers have been (or can be) rotated among the
fleet. Even if an operator knows the stabilizer has been rotated to
another airplane, if that airplane is not included in the applicability
of this proposed second SNPRM, there would be no requirement to inspect
that stabilizer; hence, this SNPRM should apply to all The Boeing
Company Model 737-600, -700, -700C, -800, -900 and -900ER series
airplanes. Although the Boeing comment stated that the stabilizers are
not designed to be a rotable part, we note that Boeing Document
D042A525, ``Compliance Document and Repair Evaluation Guidelines,
Damage Tolerance Data for Repairs and Alterations - 14CFR 26 Subpart
F,'' applicable to the 737-600/700/700C/800/900/900ER fleet, does
include the horizontal stabilizer in the listing of Replaceable
Structural Components requiring consideration for compliance with
section 121.1109(c)(2) or section 129.109(b)(2) of the Federal Aviation
Regulations (14 CFR 121 or 14 CFR 129), as applicable. We have not
changed this second SNPRM in this regard.
Request To Revise Compliance Time
Boeing requested that the FAA establish operator responsibility by
adding the following note to the AD:
[[Page 73746]]
Initial inspection (threshold) and intervals are measured in
flight cycles or flight hours that a particular principle structural
element (PSE) detail has accumulated regardless of what the airframe
as a whole has accumulated. Most PSE details have never been
replaced and therefore have accumulated the same flight cycles and
flight hours as the airframe. Some PSE details are replaced, such as
when installing Removable Structural Components (repairable/rotable/
expendables) or installing used structural parts as a repair. In
these cases the PSE details have accumulated flight cycles and
flight hours that may be different than the airframe. The operator
must account for this in determining when inspections must be done.
In determining the PSE flight cycles or flight hours, operators may
use the process defined in Advisory Circular 120-93.
Boeing also proposed to add the note to Boeing Service Bulletin
737-55-1090, dated March 30, 2011. Boeing stated that the note is in
use in the 737 Maintenance Planning Data (MPD) Section 9, Airworthiness
Limitations D926A001-CMR, as well as the MPD Airworthiness Limitations
sections of other Boeing models, to address FAA concerns about
operators interchanging parts during maintenance that Boeing had never
intended to be rotable.
We partially agree. We agree with clarifying the compliance time
for the requirements of paragraphs (g) and (h) of this second SNPRM by
specifying total flight cycles accumulated on the horizontal
stabilizer. Inspection thresholds measured in ``total flight cycles''
must be the number of total flight cycles accumulated on the principal
structural element, which may differ from airframe cycles if the
horizontal stabilizer has been rotated to a different airplane. We have
added paragraph (i) to this second SNPRM to clarify that the compliance
times for paragraphs (g) and (h) of this second SNPRM are total flight
cycles accumulated on the horizontal stabilizer since new, and we have
moved the information contained in paragraph (i) of the first SNPRM to
paragraph (j)(1) of this second SNPRM. We disagree that it is necessary
to add this note to this second SNPRM.
Request To Clarify Applicability
All Nippon Airways (ANA) requested that paragraphs (g) and (h) of
the first SNPRM (78 FR 14734, March 7, 2013) be clarified to specify
which airplanes are subject to the requirements, since the
applicability of the SNPRM includes airplanes after line number (L/N)
1556, which are not addressed by Boeing Service Bulletin 737-55-1090,
dated March 30, 2011.
We agree. We have revised paragraphs (g) and (h) of this second
SNPRM to specify that Group 1 airplanes are Model 737-600, -700, -800,
-900 and -900ER airplanes, regardless of line number, and that Group 2
airplanes are Model 737-700C airplanes, regardless of line number. We
have also added paragraphs (j)(4) and (j)(5) to this second SNPRM to
clarify that, where the service information specifies Group 1 airplanes
as Model 737-600, -700, -800, and -900 airplanes having line numbers
379 through 1556 inclusive, this AD specifies Group 1 airplanes as all
Model 737-600, -700, -800, -900, and -900ER airplanes, regardless of
line number, and where the service information specifies Group 2
airplanes as Model 737-700C airplanes having line numbers 496 through
1548 inclusive, this AD specifies Group 2 airplanes as all Model 737-
700C airplanes, regardless of line number.
Request To Allow Records Check To Identify Suspect Horizontal
Stabilizers
All Nippon Airways (ANA) requested that we revise paragraph (g) of
the first SNPRM (78 FR 14734, March 7, 2013) to allow a records check
of the maintenance records and delivery documentation to confirm that
the horizontal stabilizer has not been rotated from the airplane. ANA
stated that, with this revision, the requirements of paragraph (g)
would not apply to airplanes after L/N 1556, even if the horizontal
stabilizer has a serial number beginning with ``SAIC,'' because the
discrepant stabilizers were delivered on airplanes prior to L/N 1557.
We agree. By comparing the horizontal stabilizer serial number with
the serial number shown on the delivery documentation for that
airplane, an operator can confirm that the horizontal stabilizer is not
subject to the unsafe condition. We have revised paragraphs (g) and (h)
in this second SNPRM by adding a provision specifying that a review of
manufacturer delivery and operator maintenance records is acceptable to
make the determination, if the horizontal stabilizer serial number can
be conclusively identified from that review. We also added paragraph
(g)(2) in this second SNPRM to state that if a serial number starting
with the letters ``SAIC'' is found on a horizontal stabilizer
identification plate on airplanes after L/N 1556, and the serial number
of the horizontal stabilizer on the airplane is the same as the serial
number in the delivery documentation, no further action is required by
this SNPRM for that horizontal stabilizer.
Request To Provide Serial Numbers of Discrepant Horizontal Stabilizers
TUIfly Fluggesellschaft mbH requested that we revise paragraph (g)
of the first SNPRM (78 FR 14734, March 7, 2013) to provide complete
serial numbers for the discrepant horizontal stabilizers identified in
the AD, instead of using only the first letters, ``SAIC,'' since those
horizontal stabilizers having a serial number beginning with ``SAIC,''
which were not originally installed in airplanes after L/N 1556, are
not considered to be suspect and should not require the inspection.
We disagree with the request. Although identifying the serial
numbers of all suspect parts would be useful to eliminate the need to
inspect all horizontal stabilizers, we do not have this information. If
the serial numbers are provided to us or to the operators, under the
provisions of paragraph (l) of this second SNPRM, we may approve
requests to exclude non-suspect horizontal stabilizers from the
requirements of paragraphs (g) and (h) of this second SNPRM. We have
not changed this second SNPRM in this regard.
Request To Clarify Parts Installation Limitation
ANA requested that the parts installation limitation specified in
paragraph (k) of the first SNPRM (78 FR 14734, March 7, 2013) be
clarified to exclude horizontal stabilizers that have a serial number
beginning with ``SAIC'' and that were delivered on airplanes after L/N
1556.
We disagree with revising the wording in paragraph (k) of this
second SNPRM, because each horizontal stabilizer rotated after the
effective date of this second SNPRM must be confirmed to be suspect or
non-suspect as the stabilizer may have been previously rotated from
another airplane having a line number before L/N 1557. If the
stabilizer is found to be suspect, then the inspections required in
paragraphs (g) and (h) of this second SNPRM must be accomplished. We
have not changed this second SNPRM in this regard.
FAA's Determination
We are proposing this second SNPRM because we evaluated all the
relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of these
same type designs. Certain changes described above expand the scope of
the SNPRM (78 FR 14734, March 7, 2013). As a result, we have determined
that it is necessary to reopen
[[Page 73747]]
the comment period to provide additional opportunity for the public to
comment on this second SNPRM.
Proposed Requirements of This Second SNPRM
This second SNPRM would require inspecting for a serial number that
starts with the letters ``SAIC'' on the left- and right-side horizontal
stabilizer identification plate; inspecting for correct bolt protrusion
and chamfer of the termination fitting bolts of the horizontal
stabilizer rear spar, if necessary; inspecting to determine if certain
bolts are installed, if necessary; and doing related investigative and
corrective actions if necessary.
Clarification of Compliance Time
While it can be inferred that the compliance times stated in Boeing
Service Bulletin 737-55-1090, dated March 30, 2011, are total flight
cycles on the airplane since new, this second SNPRM specifies
compliance times as total flight cycles accumulated on the horizontal
stabilizer since new. Also, for repetitive inspection intervals, where
the service information specifies ``flight cycles,'' this second SNPRM
clarifies ``flight cycles accumulated on the horizontal stabilizer.''
Explanation of Change Made to This Second SNPRM
We clarified the wording in paragraph (g)(2) of this second SNPRM
to specify that if the serial number found on a horizontal stabilizer
identification plate matches the serial number of the horizontal
stabilizer stated in the delivery documentation of the airplane, no
further action is required by paragraph (g) of this second SNPRM.
Costs of Compliance
We estimate that this proposed AD affects 1,147 airplanes of U.S.
registry. We estimate the following costs to comply with this proposed
AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Parts Cost per Cost on U.S.
Action Labor cost cost product operators
----------------------------------------------------------------------------------------------------------------
Inspection................................. 1 work-hour x $85 per hour = $0 $85 $97,495
$85 per inspection cycle.
Replacement of bolts....................... 17 work-hours x $85 per hour 1,530 2,975 3,412,325
= $1,445.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
a cost estimate for the on-condition actions (contacting Boeing and
repairing cracks or damage) specified in this proposed AD.
According to the manufacturer, some of the costs of this proposed
AD may be covered under warranty, thereby reducing the cost impact on
affected individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs''
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA-2012-0268; Directorate Identifier
2011-NM-129-AD.
(a) Comments Due Date
We must receive comments by January 23, 2014.
(b) Affected ADs
None.
(c) Applicability
(1) This AD applies to all The Boeing Company Model 737-600, -
700, -700C, -800, -900, and -900ER series airplanes, certificated in
any category.
(2) Installation of Supplemental Type Certificate (STC)
ST00830SE (http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/408E012E008616A7862578880060456C?OpenDocument&Highlight=st00830se)
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST00830SE 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 55, Stabilizers.
[[Page 73748]]
(e) Unsafe Condition
This AD was prompted by reports of incorrectly installed bolts
common to the rear spar termination fitting of the horizontal
stabilizer. We are issuing this AD to prevent loss of structural
integrity of the horizontal stabilizer attachment and loss of
control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspecting the Horizontal Stabilizer and Corrective Actions
For Group 1 and Group 2 airplanes identified in Boeing Service
Bulletin 737-55-1090, dated March 30, 2011, except as provided by
paragraph (j) of this AD: At the applicable times specified in
paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 737-55-
1090, dated March 30, 2011, except as provided by paragraph (i) of
this AD, do an inspection for a serial number that starts with the
letters ``SAIC'' on the identification plates of the left- and
right-side horizontal stabilizers, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-55-1090,
dated March 30, 2011. A review of manufacturer delivery and operator
maintenance records is acceptable to make the determination
specified in this paragraph if the serial number can be conclusively
identified from that review.
(1) If no ``SAIC'' serial number is found, no further action is
required by paragraph (g) of this AD.
(2) If a serial number starting with the letters ``SAIC'' is
found on a horizontal stabilizer identification plate on an airplane
after line number (L/N) 1556, and the serial number of the
horizontal stabilizer is the same as stated in the delivery
documentation of the airplane, no further action is required by
paragraph (g) of this AD for that horizontal stabilizer.
(3) If a serial number starting with the letters ``SAIC'' is
found on a horizontal stabilizer identification plate, except as
specified in paragraph (g)(2) of this AD: Except as provided by
paragraphs (i) and (j) of this AD, at the applicable times specified
in paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 737-
55-1090, dated March 30, 2011, do a detailed inspection for correct
bolt protrusion and correct chamfer of the termination fitting bolts
of the horizontal stabilizer rear spar, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 737-55-1090,
dated March 30, 2011. Concurrently with the detailed inspection,
inspect to determine if any bolt other than part number (P/N)
BACB30US14K() or BACB30US16K(), as applicable, is installed. Before
further flight, do all applicable related investigative and
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737-55-1090, dated March 30,
2011.
(h) High Frequency Eddy Current (HFEC) and Ultrasonic Inspections of
Termination Fitting and Repair
For airplanes identified in paragraph (g)(3) of this AD at any
location where a new bolt having a P/N BACB30US14K() is installed as
corrective action for damage found during any inspection required by
paragraph (g) of this AD: Except as provided by paragraphs (i) and
(j)(1) of this AD, at the times specified in paragraph 1.E.,
``Compliance,'' of Boeing Service Bulletin 737-55-1090, dated March
30, 2011, do HFEC and ultrasonic inspections for cracking of the
forward and aft sides of the termination fitting, in accordance with
the Accomplishment Instructions of Boeing Service Bulletin 737-55-
1090, dated March 30, 2011. If any crack is found in any termination
fitting: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (l) of this
AD. Repeat the HFEC and ultrasonic inspections thereafter at
intervals not to exceed 3,500 flight cycles on the horizontal
stabilizer.
(i) Clarification of Compliance Time
Where the compliance times stated in Boeing Service Bulletin
737-55-1090, dated March 30, 2011, are ``total flight cycles,'' the
compliance time in this AD is total flight cycles accumulated on the
horizontal stabilizer since new.
(j) Exceptions to Service Information Specifications
(1) Where Boeing Service Bulletin 737-55-1090, dated March 30,
2011, specifies a compliance time ``after the original issue date on
the service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(2) Where Figure 1 of Boeing Service Bulletin 737-55-1090, dated
March 30, 2011, points to the location of a part number rather than
the serial number, this AD requires an inspection for an
identification plate with a serial number that starts with the
letters ``SAIC.''
(3) If, during any inspection required by paragraphs (g) and (h)
of this AD, any bolt other than P/N BACB30US14K() or BACB30US16K(),
as applicable, is found: Before further flight, repair using a
method approved in accordance with the procedures specified in
paragraph (l) of this AD.
(4) Where Boeing Service Bulletin 737-55-1090, dated March 30,
2011, identifies Group 1 airplanes as 737-600, -700, -800, and -900
airplanes having line numbers 379 through 1556 inclusive, this AD
specifies Group 1 airplanes as all 737-600, -700, -800, -900, and -
900ER airplanes, regardless of line number.
(5) Where Boeing Service Bulletin 737-55-1090, dated March 30,
2011, identifies Group 2 airplanes as 737-700C airplanes having line
number 496 through 1548 inclusive, this AD specifies Group 2
airplanes as all 737-700C airplanes, regardless of line number.
(k) Parts Installation Limitation
As of the effective date of this AD, no person may install a
horizontal stabilizer on any airplane included in the applicability
of this AD, unless the horizontal stabilizer has been inspected and
any applicable corrective actions done in accordance with paragraphs
(g) and (h) of this AD.
(l) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in paragraph (m) of this AD.
Information may be emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO, to make
those findings. For a repair method to be approved, the repair must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.
(m) Related Information
(1) For more information about this AD, contact Nancy Marsh,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, Washington
98057-3356; phone: 425-917-6440; fax: 425-917-6590; email:
[email protected].
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington. For information on the
availability of this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on December 2, 2013.
John P. Piccola,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-29310 Filed 12-6-13; 8:45 am]
BILLING CODE 4910-13-P