[Federal Register Volume 80, Number 193 (Tuesday, October 6, 2015)]
[Proposed Rules]
[Pages 60303-60307]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-25272]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-3983; Directorate Identifier 2015-NM-141-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-300, 747SR, and 747SP series airplanes. This proposed AD was
prompted by an evaluation by the design approval holder (DAH)
indicating that the upper chords of the upper deck floor beams are
subject to widespread fatigue damage (WFD). This proposed AD would
require repetitive inspections for cracks at the floor panel attachment
fastener holes; repetitive inspections for cracks in the upper and
lower chords of the upper deck floor beams at permanent fastener
locations; repetitive inspections for cracks in certain repaired and
modified areas; and related investigative and corrective actions if
necessary. This proposed AD would also require repetitive replacement
of the upper chords of the upper deck floor beams, including pre-
replacement inspections and corrective action if necessary; and post-
replacement repetitive inspections and repair if necessary. We are
proposing this AD to detect and correct fatigue cracking of the upper
chords of the upper deck floor beams. Undetected cracking could result
in large deflection or deformation of the upper deck floor beams,
resulting in damage to wire bundles and control cables for the flight
control system, and reduced controllability of the airplane. Multiple
adjacent severed floor beams could result in rapid decompression of the
airplane.
DATES: We must receive comments on this proposed AD by November 20,
2015.
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: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the availability of this material at the
FAA, call 425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-
3983.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-
3983; 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
[[Page 60304]]
(phone: 800-647-5527) is in the ADDRESSES section. Comments will be
available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Roger Caldwell, Aerospace Engineer,
Technical Operations Center, ANM-100D, FAA, Denver Aircraft
Certification Office, 26805 East 68th Avenue, Room 214, Denver, CO
80249; phone: 303-342-1086; fax: 303-342-1088; 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-2015-3983;
Directorate Identifier 2015-NM-141-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
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as
widespread fatigue damage (WFD). As an airplane ages, WFD will likely
occur, and will certainly occur if the airplane is operated long enough
without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
An evaluation by the DAH indicated that the upper chords of the
upper deck floor beams are subject to WFD. The inspections and
replacement in this proposed AD were developed to support the
airplane's LOV of the engineering data that support the established
structural maintenance program. We are proposing this AD to detect and
correct fatigue cracking of the upper chords of the upper deck floor
beams. Undetected cracking could result in large deflection or
deformation of the upper deck floor beams, resulting in damage to wire
bundles and control cables for the flight control system, and reduced
controllability of the airplane. Multiple adjacent severed floor beams
could result in rapid decompression of the airplane.
Other Relevant Rulemaking
On September 28, 2005, we issued AD 2005-20-29, Amendment 39-14326
(70 FR 59246, October 12, 2005), for certain Boeing Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-300, 747SP, and 747SR series
airplanes. AD 2005-20-29 requires repetitive inspections to detect
cracks in various areas of the upper deck floor beams, and repair if
necessary. AD 2005-20-29 resulted from fatigue testing that revealed
severed upper chords of the upper deck floor beams due to fatigue
cracking. We issued AD 2005-20-29, to detect and correct cracking in
the upper chords of the upper deck floor beams. Undetected cracking
could result in large deflection or deformation of the upper deck floor
beams, resulting in damage to wire bundles and control cables for the
flight control system, and reduced controllability of the airplane.
Multiple adjacent severed floor beams could result in rapid
decompression of the airplane.
AD 2005-20-29, Amendment 39-14326 (70 FR 59246, October 12, 2005),
refers to Boeing Alert Service Bulletin 747-53A2452, dated April 3,
2003, as the appropriate source of service information for certain
inspections. This proposed AD would require new inspections at reduced
compliance times, which would end the inspections done using Boeing
Alert Service Bulletin 747-53A2452, dated April 3, 2003.
Related Service Information Under 1 CFR Part 51
We reviewed the following service information. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in the ADDRESSES section of this NPRM.
Boeing Alert Service Bulletin 747-53A2452, Revision 1,
dated July 16, 2012. This service information describes procedures for
repetitive open hole or surface high frequency eddy current (HFEC)
inspections, as applicable, for cracks at the floor panel attachment
fastener holes in certain areas and stations; repetitive surface HFEC
inspections for cracks in the upper and lower chords of the upper deck
floor beams at permanent fastener locations in certain areas and
stations; and related investigative and corrective actions. This
service information also describes procedures, for airplanes on which
certain repairs or modifications are done, for repetitive open hole or
surface HFEC inspections, as applicable, for
[[Page 60305]]
cracks in the repaired and modified areas; and repair.
Boeing Alert Service Bulletin 747-53A2852, dated June 22,
2012. This service information describes procedures for repetitive
replacement of the upper chords of the upper deck floor beams,
including pre-replacement inspections and corrective action, and post-
replacement repetitive inspections and repair.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would require accomplishing the actions specified
in the service information described previously, except as discussed
under ``Differences Between this AD and the Service Information.'' For
information on the procedures and compliance times, see this service
information at http://www.regulations.gov by searching for and locating
Docket No. FAA-2015-3983.
The phrase ``related investigative actions'' is used in this
proposed AD. ``Related investigative actions'' are follow-on actions
that (1) are related to the primary actions, and (2) further
investigate the nature of any condition found. Related investigative
actions in an AD could include, for example, inspections.
The phrase ``corrective actions'' is used in this proposed AD.
``Corrective actions'' are actions that correct or address any
condition found. Corrective actions in an AD could include, for
example, repairs.
For any repair #10 or repair #13 done as specified in Boeing Alert
Service Bulletin 747-53A2452, paragraph (i)(2) of this proposed AD
would require that post-repair inspections be done before further
flight using a method approved in accordance with the procedures
specified in paragraph (o) of this AD. Operators must contact the FAA
or Boeing Commercial Airplanes Organization Designation Authorization
(ODA) before further flight so that the type of actions and intervals
for the post-repair inspections can be determined.
Differences Between This Proposed AD and the Service Information
Boeing Alert Service Bulletin 747-53A2452, Revision 1, dated July
16, 2012; and Boeing Alert Service Bulletin 747-53A2852, dated June 22,
2012; specify to contact the manufacturer for instructions on how to
repair certain conditions, but this proposed AD would require repairing
those conditions in one of the following ways:
In accordance with a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes ODA whom we have authorized to make those findings.
Explanation of Compliance Time
The compliance time for the installation specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is replaced before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 67 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
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Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Inspections specified in Boeing Up to 884 work- $0 $75,140, per $5,034,380, per
Alert Service Bulletin hours x $85 per inspection cycle. inspection cycle.
747[dash]53A2452, Revision 1, hour = $75,140,
dated July 16, 2012. per inspection
cycle.
Replacement specified in Boeing Up to 696 work- 0 [1] $59,160, per $3,963,720, per
Alert Service Bulletin hours x $85 per replacement. replacement.
747[dash]53A2852, dated June 22, hour = $59,160,
2012. per replacement.
Post-replacement inspections Up to 586 work- 0 $49,810, per $3,337,270, per
specified in Boeing Alert hours x $85 per inspection cycle. inspection cycle.
Service Bulletin hour = $49,810,
747[dash]53A2852, dated June 22, per inspection
2012. cycle.
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[1] We currently have no specific cost estimates associated with the parts necessary for the proposed
replacement.
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this 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.
[[Page 60306]]
For the reasons discussed above, I certify that the 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 AD:
The Boeing Company: Docket No. FAA-2015-3983; Directorate Identifier
2015-NM-141-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by November 20,
2015.
(b) Affected ADs
This AD affects AD 2005-20-29, Amendment 39-14326 (70 FR 59246,
October 12, 2005).
(c) Applicability
This AD applies to The Boeing Company Model 747-100, 747-100B,
747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes;
certificated in any category; as identified in Boeing Alert Service
Bulletin 747-53A2852, dated June 22, 2012.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an evaluation by the design approval
holder (DAH) indicating that the upper chords of the upper deck
floor beams are subject to widespread fatigue damage (WFD). We are
issuing this AD to detect and correct fatigue cracking of the upper
chords of the upper deck floor beams. Undetected cracking could
result in large deflection or deformation of the upper deck floor
beams, resulting in damage to wire bundles and control cables for
the flight control system, and reduced controllability of the
airplane. Multiple adjacent severed floor beams could result in
rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Repetitive Inspections of the Upper Chords of the Upper Deck Floor
Beams
At the applicable times specified in Tables 1 through 7 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2452, Revision 1, dated July 16, 2012, except as required by
paragraph (l)(1) of this AD: Do the inspections specified in
paragraphs (g)(1) and (g)(2) of this AD, and do all applicable
related investigative and corrective actions, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2452, Revision 1, dated July 16, 2012, except as required by
paragraph (l)(2) of this AD. Repeat the inspections specified in
paragraphs (g)(1) and (g)(2) of this AD thereafter at the applicable
times specified in Tables 1 through 7 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2452,
Revision 1, dated July 16, 2012. Do all applicable related
investigative and corrective actions before further flight. Doing
the inspections required by paragraphs (g)(1) and (g)(2) of this AD
terminates the inspections required by paragraphs (m) and (n) of AD
2005-20-29, Amendment 39-14326 (70 FR 59246, October 12, 2005).
(1) Do an open hole or surface high frequency eddy current
(HFEC) inspection, as applicable, for cracks at the fastener holes
of the floor panel attachment in the applicable areas and stations
identified in Boeing Alert Service Bulletin 747-53A2452, Revision 1,
dated July 16, 2012.
(2) Do a surface HFEC inspection for cracks in the upper and
lower chords of the upper deck floor beams at permanent fastener
locations in the applicable areas and stations identified in Boeing
Alert Service Bulletin 747-53A2452, Revision 1, dated July 16, 2012.
(h) Terminating Modification and Repair for the Inspection Specified in
Paragraph (g)(1) of This AD
A fastener hole modification or a fastener hole repair in Area 1
or Area 2 as described in Boeing Alert Service Bulletin 747-53A2452,
Revision 1, dated July 16, 2012, terminates the inspection of the
fastener holes of the floor panel attachment required by paragraph
(g)(1) of this AD for the repaired or modified area only, provided
the modification and repair, including related investigative and
corrective actions, are done in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision
1, dated July 16, 2012, except as required by paragraph (l)(2) of
this AD.
(i) Post Mod/Repair Repetitive Inspections
(1) For airplanes on which any fastener hole modification or any
fastener hole repair was done as specified in Boeing Alert Service
Bulletin 747-53A2452: Except as required by paragraph (i)(2) of this
AD, at the applicable times specified in Tables 8 and 9 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2452,
Revision 1, dated July 16, 2012, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later, do an open
hole or surface HFEC inspection, as applicable, for cracks in the
repaired and modified areas, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision
1, dated July 16, 2012. If any cracking is found, before further
flight, repair using a method approved in accordance with the
procedures specified in paragraph (o) of this AD. Repeat the
applicable inspections thereafter at the times specified in Tables 8
and 9 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 747-53A2452, Revision 1, dated July 16, 2012. Doing an
inspection required by this paragraph terminates the inspections
required by paragraph (p) of AD 2005-20-29, Amendment 39-14326 (70
FR 59246, October 12, 2005).
(2) For any repair #10 or repair #13 done as specified in Boeing
Alert Service Bulletin 747-53A2452: Before further flight, do post-
repair inspections using a method approved in accordance with the
procedures specified in paragraph (o) of this AD.
(j) Replacement of the Upper Chords of the Upper Deck Floor Beams
(Includes Pre-Replacement Inspections)
Replace the upper chords of the upper deck floor beams by doing
the actions required by paragraphs (j)(1) and (j)(2) of this AD at
the times specified in those paragraphs. Accomplishing the
replacement required by this paragraph terminates the inspections
required by paragraphs (g) and (i) of this AD.
(1) Before the accumulation of 30,000 total flight cycles, or
within 3,000 flight cycles after the effective date of this AD,
whichever occurs later, do an open hole HFEC inspection for cracks
at certain fastener locations in the floor beam webs and side of
body frames, and do a detailed inspection for cracks of any removed
part that will be re-installed, and do all applicable corrective
actions, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2852, dated June 22, 2012,
except as required by paragraph (l)(2) of this AD. Do all applicable
corrective actions before further flight.
(2) Before further flight after accomplishing the inspections
required by paragraph (j)(1) of this AD, install new upper chords of
the upper deck floor beams and reinforcing straps or angles, in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2852, dated June 22, 2012, except as
required by paragraph (l)(2) of this AD.
(k) Post-Replacement Repetitive Inspections
For airplanes on which any replacement required by paragraph (j)
or (k)(2)(ii) of this AD is done: At the applicable times specified
in Tables 2 through 4 in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service
[[Page 60307]]
Bulletin 747-53A2852, dated June 22, 2012, do HFEC inspections for
cracks at the permanent fastener holes and the upper chords of the
upper deck floor beams, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2452, Revision
1, dated July 16, 2012.
(1) If any cracking is found during any inspection required by
paragraph (k) or (k)(2)(i) of this AD, before further flight, repair
using a method approved in accordance with the procedures specified
in paragraph (o) of this AD.
(2) If no cracking is found during any inspection required by
the introductory text of paragraph (k) or (k)(2)(i) of this AD, do
the actions required by paragraphs (k)(2)(i) and (k)(2)(ii) of this
AD.
(i) Repeat the inspections specified in paragraph (k) of this AD
thereafter at the applicable times specified in Tables 8 and 9 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2452, Revision 1, dated July 16, 2012.
(ii) Within 10,000 flight cycles after accomplishing the initial
HFEC inspections required by paragraph (k) of this AD, replace the
upper chords of the upper deck floor beams by doing the actions
specified in paragraphs (j)(1) and (j)(2) of this AD.
(l) Exceptions to Service Information
(1) Where Boeing Alert Service Bulletin 747-53A2452, Revision 1,
dated July 16, 2012, specifies a compliance time ``after the
Revision 1 date of this service bulletin,'' this AD requires
compliance within the specified compliance time after the effective
date of this AD.
(2) Where Boeing Alert Service Bulletin 747-53A2452, Revision 1,
dated July 16, 2012; or Boeing Alert Service Bulletin 747-53A2852,
dated June 22, 2012; specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (o) of this
AD.
(m) Credit for Previous Actions
This paragraph provides credit for the actions required by
paragraphs (g), (h), and (i) of this AD, if those actions were
performed before the effective date of this AD using Boeing Alert
Service Bulletin 747-53A2452, dated April 3, 2003, which was
incorporated by reference in AD 2005-20-29, Amendment 39-14326 (70
FR 59246, October 12, 2005).
(n) Special Flight Permit
Special flight permits, as described in Section 21.197 and
Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197
and 21.199), are not allowed.
(o) 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 (p)(1) 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.
(p) Related Information
(1) For more information about this AD, contact Roger Caldwell,
Aerospace Engineer, Technical Operations Center, ANM-100D, FAA,
Denver Aircraft Certification Office, 26805 East 68th Avenue, Room
214, Denver, CO 80249; phone: 303-342-1086; fax: 303-342-1088;
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, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on September 27, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-25272 Filed 10-5-15; 8:45 am]
BILLING CODE 4910-13-P