45340 Federal Register / Vol. 79, No. 150 / Tuesday, August 5, 2014 / Rules and Regulations 

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 International Branch, send it to ATTN: 

Shahram Daneshmandi, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1112; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 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. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Saab AB, Saab Aerosystems’ 

EASA Design Organization Approval (DOA). 

If approved by the DOA, the approval must 

include the DOA-authorized signature. 

(j) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2013–0172R1, dated September 6, 

2013, for related information. This MCAI 

may be found in the AD docket on the 

Internet at http://www.regulations.gov/#

!documentDetail;D=FAA-2014-0056-0002. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Saab Service Bulletin 2000–38–010, 

dated July 12, 2013. 

(ii) Saab Service Newsletter SN 2000–1304, 

Revision 01, dated September 10, 2013, 

including Attachment 1 Engineering 

Statement to Operator 2000PBS034334 Issue 

A, dated September 9, 2013. 

(3) For service information identified in 

this AD, contact Saab AB, Saab Aerosystems, 

SE–581 88, Linko ̈ping, Sweden; telephone 

+46 13 18 5591; fax +46 13 18 4874; email 

saab2000.techsupport@saabgroup.com; 

Internet http://www.saabgroup.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 13, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–17315 Filed 8–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0268; Directorate 

Identifier 2011–NM–129–AD; Amendment 

39–17914; AD 2014–15–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 737–600, –700, 

–700C, –800, –900 and –900ER series 

airplanes. This AD was prompted by 

reports of incorrectly installed bolts 

common to the rear spar termination 

fitting on the horizontal stabilizer. This 

AD requires 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 bolts of the rear spar 

termination fitting of the horizontal 

stabilizer, if necessary; inspecting to 

determine if certain bolts are installed, 

if necessary; and doing related 

investigative and corrective actions if 

necessary. We are issuing this AD to 

prevent loss of structural integrity of the 

horizontal stabilizer attachment and loss 

of control of the airplane. 

DATES: This AD is effective September 9, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 9, 2014. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

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–2012– 

0268; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6440; 

fax: 425–917–6590; email: 

nancy.marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a second supplemental 

notice of proposed rulemaking (SNPRM) 

to amend 14 CFR part 39 by adding an 

AD that would apply to all The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900 and –900ER series airplanes. 

The second SNPRM published in the 

Federal Register on December 9, 2013 

(78 FR 73744). We preceded the second 

SNPRM with a first SNPRM that 

published in the Federal Register on 

March 7, 2013 (78 FR 14734). We 

preceded the first SNPRM with a notice 

of proposed rulemaking (NPRM) that 

published in the Federal Register on 

March 20, 2012 (77 FR 16188). 

The NPRM proposed to require 

inspecting for a serial number that starts 

with the letters ‘‘SAIC’’ on the left- and 

right-side horizontal stabilizer 

identification plate; a detailed 

inspection 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 related investigative 

and corrective actions if necessary. The 

NPRM also proposed to require 

repetitive inspections for cracking of the 

termination fitting at certain bolt 

locations, and repair if necessary. The 

NPRM was prompted by reports of 

incorrectly installed bolts common to 

the rear spar termination fitting on the 

horizontal stabilizer. The first SNPRM 

revised the NPRM by adding airplanes 

to the applicability. The second SNPRM 

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proposed to revise the applicable 

thresholds from flight cycles on the 

airplane to flight cycles accumulated on 

the affected 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. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received 

on the second SNPRM (78 FR 73744, 

December 9, 2013). 

Request To Provide Instructions To 

Correct Errors in Service Information 

Europe Airpost requested that a note 

be included in the second SNPRM (78 

FR 73744, December 9, 2013) to clarify 

the instructions for the re-installation of 

gap covers of the horizontal stabilizer 

and for the re-installation of the lower 

inboard trailing edge panels and the 

lower aft in-spar access doors if 

removed to perform actions. Europe 

Airpost stated that two of the four gap 

covers removed in Part 1, Steps f.(1) and 

f.(2), of Boeing Service Bulletin 737–55– 

1090, dated March 30, 2011, have 

different part numbers than the part 

numbers listed in the re-installation 

instructions in Part 9, ‘‘Close Access,’’ 

of Boeing Service Bulletin 737–55–1090, 

dated March 30, 2011. Europe Airpost 

also stated that Boeing Service Bulletin 

737–55–1090, dated March 30, 2011, 

does not include instructions for the reinstallation of trailing edge panels and 

access doors near the horizontal 

stabilizer. 

We agree with the request for the 

reason provided. Boeing Service 

Bulletin 737–55–1090, dated March 30, 

2011, does not specify the correct gap 

cover numbers for the re-installation of 

the gap covers and does not specify 

adequate procedures for re-installation 

of the access doors and trailing edge 

panels. We have determined that 

operators may use their own 

maintenance procedures to accomplish 

the re-installation of the gap covers, 

access doors, and trailing edge panels. 

Therefore, we have added new 

paragraph (j)(6) to this final rule 

regarding the re-installation of gap 

covers, access doors, and trailing edge 

panels. Paragraph (j)(6) of this final rule 

indicates that any instructions specified 

in Boeing Service Bulletin 737–55– 

1090, dated March 30, 2011, regarding 

the removal and re-installation of gap 

covers, trailing edge panels, and access 

doors are not required by this AD. 

Request To Identify Horizontal 

Stabilizers Using Serial Numbers 

Boeing requested that the second 

SNPRM (78 FR 73744, December 9, 

2013) be revised to allow identification 

of discrepant horizontal stabilizers 

using a list of SAIC serial numbers that 

Boeing stated it would provide. Boeing 

stated that using a list of specific serial 

numbers of suspect horizontal 

stabilizers would provide relief to 

operators from having to inspect 

stabilizers on airplanes prior to line 

number (L/N) 1556. 

We do not agree with the request 

because, although a list of SAIC serial 

numbers identifying the suspect 

horizontal stabilizers may relieve 

operators from inspecting all airplanes 

prior to L/N 1556 to locate discrepant 

parts, no such list has been provided to 

the FAA. Boeing may submit this 

information to the FAA for approval as 

an alternative method of compliance 

(AMOC) using the procedures defined 

in paragraph (l) of this final rule. We 

have not changed this final rule in this 

regard. 

Request To Revise Certain Terminology 

Boeing and Southwest Airlines 

(Southwest) requested that the use of 

the word ‘‘install’’ in paragraph (k), 

‘‘Parts Installation Prohibition,’’ of the 

second SNPRM (78 FR 73744, December 

9, 2013) be clarified by noting that the 

word ‘‘install’’ means replace in this 

context. Southwest stated that use of the 

word ‘‘install’’ in paragraph (k) 

effectively reduces the compliance time 

to perform the inspections in paragraphs 

(g) and (h) of the second SNPRM, if the 

horizontal stabilizer is removed for any 

reason. Without added clarification, this 

could be interpreted to mean that any 

time a stabilizer is removed from an 

airplane for reasons not associated with 

this AD, and then re-installed on the 

same airplane, the inspections specified 

by paragraph (k) of the second SNPRM 

must immediately be accomplished. 

We agree to provide clarification. The 

intent of the ‘‘Parts Replacement 

Limitation’’ specified in paragraph (k) of 

this final rule is that operators replace 

parts with good parts rather than bad 

parts. Although the word ‘‘install’’ is 

generally considered to be broader than 

the word ‘‘replace,’’ for purposes of this 

AD, it should be interpreted as meaning 

‘‘replace’’ while remaining within the 

spirit and intent of the AD. Therefore, 

simply reinstalling the same part during 

maintenance activities is acceptable for 

compliance with paragraph (k) of this 

final rule for that reinstallation. 

Request To Clarify Applicability 

Southwest and All Nippon Airways 

(ANA) requested that paragraphs (g) and 

(h) of the second SNPRM (78 FR 73744, 

December 9, 2013) be clarified to specify 

which airplanes are subject to the 

proposed requirements. Southwest and 

ANA requested that paragraph (g)(2) of 

the second SNPRM be re-worded to 

state that any horizontal stabilizer that 

can be shown to have been delivered on 

an airplane having a line number after 

L/N 1556, through use of delivery 

documentation, should not require 

inspection, regardless of where that 

stabilizer is currently installed. 

Southwest stated that if it can verify that 

the horizontal stabilizer was originally 

delivered on an airplane having a line 

number after L/N 1556, then that 

stabilizer should not require any 

inspections in accordance with 

paragraph (g) of the second SNPRM. 

ANA stated that, on L/N 1556 and 

subsequent airplanes delivered with a 

correct horizontal stabilizer, no 

inspection is necessary provided the 

horizontal stabilizer is not rotated 

among the fleet. ANA requested that the 

inspections in paragraphs (g) and (h) of 

the second SNPRM be limited to 

airplanes delivered prior to the effective 

date of this AD. 

We agree that the inspection 

requirements specified by paragraphs (g) 

and (h) in this final rule should be 

limited to airplanes delivered prior to 

the effective date of this AD provided 

the horizontal stabilizer has not been 

rotated among the fleet. We revised the 

exceptions provided by paragraphs (j)(4) 

and (j)(5) of this final rule to limit the 

applicability of those paragraphs by 

replacing the phrase ‘‘airplanes, 

regardless of line number’’ with the 

phrase ‘‘airplanes, with original 

airworthiness certificate or original 

export certificate of airworthiness dated 

before the effective date of this AD.’’ 

We have changed this final rule by 

adding paragraph (g)(3), which states: 

If a serial number starting with the letters 

‘‘SAIC’’ is found on a horizontal stabilizer 

identification plate on any airplane, and the 

serial number of the horizontal stabilizer is 

the same as stated in the delivery 

documentation of an airplane having a line 

number after L/N 1556, no further action is 

required by paragraph (g) of this AD for that 

horizontal stabilizer only. 

We did not include L/N 1556, as 

requested by ANA, because L/N 1556 

might be affected by the identified 

unsafe condition and therefore, must be 

inspected. We have redesignated 

paragraph (g)(3) of the second SNPRM 

as paragraph (g)(4) of this final rule. 

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Request To Include Inspection of 

Additional Part Numbered Bolt 

Southwest and Delta Airlines 

requested that paragraphs (g)(3) and 

(j)(3) of the second SNPRM (78 FR 

73744, December 9, 2013) include 

inspection of bolts having part number 

(P/N) BACB30XL so additional 

inspections and AMOCs will not be 

required if these alternative production 

bolts are found installed on an airplane. 

Delta stated that the AD needs to 

address the P/N BACB30XL bolts or 

wait until the service information is 

revised. 

We do not agree with the request 

because Boeing Service Bulletin 737– 

55–1090, dated March 30, 2011, 

provides specific inspection criteria and 

measurements that are applicable only 

to bolts having P/N BACB30US. These 

criteria cannot be directly applied to 

bolts having P/N BACB30XL. The 

manufacturer plans to revise the service 

information to include bolts having P/N 

BACB30XL. However, to delay this final 

rule would be inappropriate because we 

have determined an unsafe condition 

exists and Boeing Service Bulletin 737– 

55–1090, dated March 30, 2011, 

addresses the unsafe condition for bolts 

having P/N BACB30US. When the 

revised service information is available, 

we will review the service information 

and may approve the revised 

instructions as an AMOC to this final 

rule. We have not changed this final 

rule in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the second SNPRM (78 

FR 73744, December 9, 2013) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the second SNPRM (78 FR 

73744, December 9, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 1,147 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts 

cost 

Cost per 

product 

Cost on 

U.S. 

operators 

Inspection ................................... 1 work-hour × $85 per hour = $85 per inspection cycle ................ $0 $85 $97,495 

Replacement of bolts ................. 17 work-hours × $85 per hour = $1,445 ......................................... 1,530 2,975 3,412,325 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in this AD. 

According to the manufacturer, some 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 

44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2014–15–12 The Boeing Company: 

Amendment 39–17914; Docket No. 

FAA–2012–0268; Directorate Identifier 

2011–NM–129–AD. 

(a) Effective Date 

This AD is effective September 9, 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/0/408E012E008616A

7862578880060456C?OpenDocument&

Highlight=st00830se) does not affect the 

ability to accomplish the actions required by 

this AD. Therefore, for airplanes on which 

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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. 

(e) Unsafe Condition 

This AD was prompted by reports of 

incorrectly installed bolts common to the rear 

spar termination fitting on 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 paragraphs (j)(4) and (j)(5) 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 an inspection for a serial 

number that starts with the letters ‘‘SAIC’’ on 

the identification plates of the left- and rightside 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 only. 

(3) If a serial number starting with the 

letters ‘‘SAIC’’ is found on a horizontal 

stabilizer identification plate on any airplane, 

and the serial number of the horizontal 

stabilizer is the same as stated in the delivery 

documentation of an airplane having a line 

number after L/N 1556, no further action is 

required by paragraph (g) of this AD for that 

horizontal stabilizer only. 

(4) If a serial number starting with the 

letters ‘‘SAIC’’ is found on a horizontal 

stabilizer identification plate, except as 

specified in paragraphs (g)(2) and (g)(3) 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)(4) 

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) 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 737–600, –700, –800, –900, and 

–900ER airplanes ‘‘with original 

airworthiness certificate or original export 

certificate of airworthiness dated before the 

effective date of this AD.’’ 

(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 737–700C 

airplanes ‘‘with original airworthiness 

certificate or original export certificate of 

airworthiness dated before the effective date 

of this AD.’’ 

(6) Any instructions specified in Boeing 

Service Bulletin 737–55–1090, dated March 

30, 2011, regarding the removal and reinstallation of gap covers, trailing edge 

panels, and access doors are not required by 

this AD. 

(k) Parts Replacement 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 have been 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: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

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 

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, WA 98057–3356; 

phone: 425–917–6440; fax: 425–917–6590; 

email: nancy.marsh@faa.gov. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

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45344 Federal Register / Vol. 79, No. 150 / Tuesday, August 5, 2014 / Rules and Regulations 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Service Bulletin 737–55–1090, 

dated March 30, 2011. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 17, 

2014. 

John P. Piccola, 

Acting Manager, Manager, Transport 

Airplane Directorate, Aircraft Certification 

Service. 

[FR Doc. 2014–17548 Filed 8–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 117 

[Docket No. USCG–2014–0670] 

Drawbridge Operation Regulation; 

Lake Washington Ship Canal, Seattle, 

WA 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of deviation from 

drawbridge regulation. 

SUMMARY: The Coast Guard has issued a 

temporary deviation from the operating 

schedule that governs the Montlake 

Bridge across the Lake Washington Ship 

Canal, mile 5.2, in Seattle, WA. The 

deviation is necessary to accommodate 

vehicular traffic attending football 

games at Husky Stadium at the 

University of Washington, Seattle, 

Washington. This deviation allows the 

bridge to remain in the closed position 

two hours before and two hours after 

each game. Please note that the game 

times for five of the seven games 

scheduled for Husky Stadium have not 

yet been determined due to NCAA 

television scheduling. 

DATES: This deviation is effective from 

10 a.m. on September 6, 2014 through 

November 22, 2014. 

ADDRESSES: The docket for this 

deviation, [USCG–2014–0670] is 

available at http://www.regulations.gov. 

Type the docket number in the 

‘‘SEARCH’’ box and click ‘‘SEARCH.’’ 

Click on Open Docket Folder on the line 

associated with this deviation. You may 

also visit the Docket Management 

Facility in Room W12–140 on the 

ground floor of the Department of 

Transportation West Building, 1200 

New Jersey Avenue SE., Washington, 

DC 20590, between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. 

FOR FURTHER INFORMATION CONTACT: If 

you have questions on this temporary 

deviation, call or email Steven M. 

Fischer, Bridge Specialist, Thirteenth 

District, Coast Guard; telephone 206– 

220–7277, email Steven.M.Fischer3@

uscg.mil. If you have questions on 

viewing the docket, call Cheryl Collins, 

Program Manager, Docket Operations, 

telephone 202–366–9826. 

SUPPLEMENTARY INFORMATION: The 

Washington State Department of 

Transportation, on behalf of the 

University of Washington Police 

Department, has requested that the 

Montlake Bridge bascule span remain 

closed and need not open to vessel 

traffic to facilitate timely movement of 

pre-game and post-game football traffic. 

The Montlake Bridge crosses the Lake 

Washington Ship Canal at mile 5.2 and 

while in the closed position provides 30 

feet of vertical clearance throughout the 

navigation channel and 46 feet of 

vertical clearance throughout the center 

60-feet of the bridge. These vertical 

clearance measurements are made in 

reference to the Mean Water Level of 

Lake Washington. Vessels which do not 

require a bridge opening may continue 

to transit beneath the bridges during this 

closure period. Under normal 

conditions this bridge opens on signal, 

subject to the list of exceptions provided 

in 33 CFR 117.1051(e). 

This deviation period will cover the 

dates September 6, 2014 to November 

22, 2014 as follows. From 10 a.m. to 

Noon, and from 3 p.m. to 5 p.m. on 

September 6, 2014; from 11 a.m. to 1 

p.m. and from 4 p.m. to 6 p.m. on 

September 13, 2014. The times for the 

closures on September 20, 2014, 

September 27, 2014, October 25, 2014, 

November 8, 2014, and November 22, 

2014 will be determined and announced 

in the Coast Guard’s Local Notice to 

Mariners and Broadcast Notice to 

Mariners as they become available. Due 

to NCAA television scheduling, the 

times for the games are not currently 

available. 

The deviation allows the bascule span 

of the Montlake Bridge to remain in the 

closed position and need not open for 

maritime traffic from 10 a.m. to Noon, 

and 3 p.m. to 5 p.m. on September 6, 

2014, and from 11 a.m. to 1 p.m., and 

4 p.m. to 6 p.m. on September 13, 2014, 

for times to be determined on 

September 20, 2014, September 27, 

2014, October 25, 2014, November 8, 

2014, and November 22, 2014. The 

bridge shall operate in accordance to 33 

CFR § 117.1051(e) at all other times. 

Waterway usage on the Lake 

Washington Ship Canal ranges from 

commercial tug and barge to small 

pleasure craft. 

Vessels able to pass through the 

bridge in the closed positions may do so 

at any time. The bridge will be able to 

open for emergencies and there is no 

immediate alternate route for vessels to 

pass. The Coast Guard will also inform 

the users of the waterways through our 

Local and Broadcast Notices to Mariners 

of the change in operating schedule for 

the bridge so that vessels can arrange 

their transits to minimize any impact 

caused by the temporary deviation. 

In accordance with 33 CFR 117.35(e), 

the drawbridges must return to its 

regular operating schedule immediately 

at the end of the designated time period. 

This deviation from the operating 

regulations is authorized under 33 CFR 

117.35. 

Dated: July 24, 2014. 

Steven M. Fischer, 

Bridge Administrator, Thirteenth Coast Guard 

District. 

[FR Doc. 2014–18372 Filed 8–4–14; 8:45 am] 

BILLING CODE 9110–04–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 117 

[Docket No. USCG–2014–0609] 

Drawbridge Operation Regulation; 

Willamette River, Portland, OR 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of deviation from 

drawbridge regulation. 

SUMMARY: The Coast Guard has issued a 

temporary deviation from the operating 

schedule that govern four Multnomah 

County bridges: The Broadway Bridge, 

mile 11.7, the Burnside Bridge, mile 

12.4, the Morrison Bridge, mile 12.8, 

and the Hawthorne Bridge, mile 13.1, all 

crossing the Willamette River at 

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