Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 68381 

of the left and right aft fuselage skin panels; 

and do all applicable related investigative 

and corrective actions; in accordance with 

the Accomplishment Instructions of 

Lockheed Service Bulletin 093–53–105, 

Revision 3, dated May 31, 2013, except as 

specified in paragraph (p) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

Repeat the inspection of the aft fuselage skin 

panels thereafter at intervals not to exceed 

1,750 flight cycles until the modification 

required by paragraph (q) of this AD is done. 

(1) Before the accumulation of 13,875 total 

flight cycles. 

(2) Within 365 days or 1,000 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(p) New Service Information Exception 

If any cracking is found during any 

inspection required by this AD, and 

Lockheed Service Bulletin 093–53–105, 

Revision 3, dated May 31, 2013, specifies 

contacting Lockheed for appropriate action: 

Before further flight, repair the cracking in 

accordance with a method approved by the 

Manager, Atlanta ACO, FAA. As of the 

effective date of this AD, for a repair method 

to be approved by the Manager, Atlanta ACO, 

as required by this paragraph, the Manager’s 

approval letter must specifically refer to this 

AD. 

(q) New Pre-Structural Modification 

Inspections and Structural Modification 

Before the accumulation of 20,800 total 

flight cycles: Do the applicable actions 

specified in paragraphs (q)(1) and (q)(2) of 

this AD. 

(1) Perform pre-structural modification 

inspections by doing the actions required by 

paragraphs (j), (n), and (o) of this AD. 

(2) Perform a structural modification of the 

aft pressure bulkhead by removing and 

replacing all stringer end fittings with new or 

refurbished fittings at stringers 1 through 14, 

and 52 through 64, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 093–53–105, Revision 3, 

dated May 31, 2013. 

(r) New Post-Structural Modification 

Repetitive Inspections 

Within 13,875 flight cycles after 

performing the actions required by paragraph 

(q)(2) of this AD: Do the actions specified in 

paragraphs (j), (n), and (o) of this AD, and 

repeat thereafter at intervals not to exceed 

1,750 flight cycles. 

(s) No Reporting Requirement 

Although Lockheed Service Bulletin 093– 

53–105, Revision 3, dated May 31, 2013, 

referenced in this AD specifies to submit 

certain information to the manufacturer, this 

AD does not include that requirement. 

(t) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta 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 (u)(1) of this AD. 

(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. 

(u) Related Information 

(1) For more information about this AD, 

contact Carl Gray, Aerospace Engineer, 

Airframe Branch, ACE–117A, FAA, Atlanta 

Aircraft Certification Office (ACO), 1701 

Columbia Avenue, College Park, GA 30337; 

phone: 404–474–5554; fax: 404–474–5605; 

email: carl.w.gray@faa.gov. 

(2) For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company, L1011 Technical Support Center, 

Dept. 6A4M, Zone 0579, 86 South Cobb 

Drive, Marietta, GA 30063–0579; telephone 

770–494–5444; fax 770–494–5445; email 

L1011.support@lmco.com; Internet http://

www.lockheedmartin.com/ams/tools/

TechPubs.html. 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. 

Issued in Renton, Washington, on 

November 5, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–27067 Filed 11–14–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0772; Directorate 

Identifier 2014–NM–090–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2011–08– 

51, which applies to certain The Boeing 

Company Model 737–300, –400, and 

–500 series airplanes. AD 2011–08–51 

currently requires repetitive inspections 

of the lap joint at certain stringers along 

the entire length from certain body 

stations. Since we issued AD 2011–08– 

51, an evaluation by the design approval 

holder (DAH) has determined that the 

lower fastener holes in the lower skin of 

the fuselage lap splice are subject to 

widespread fatigue damage (WFD), and 

as a result the DAH specified revised 

compliance times, an expanded 

inspection area, and additional 

inspections for cracks and open pockets, 

and corrective actions if necessary. 

Additionally, this evaluation has also 

determined that the repetitive 

inspection interval can be increased for 

lap splices with certain new fay 

scratches. This proposed AD would 

expand the inspection area, require 

additional inspections for cracks and 

open pockets, and corrective actions if 

necessary, and revise the compliance 

times. We are proposing this AD to 

detect and correct fatigue cracking of the 

lower fastener holes in the lower skin of 

the fuselage lap splice, which could 

result in reduced structural integrity of 

the airplane. 

DATES: We must receive comments on 

this proposed AD by January 2, 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. 

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–2014– 

0772; 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 

mstockstill on DSK4VPTVN1PROD with PROPOSALS

68382 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

WA 98057–3356; phone: 425–917–6447; 

fax: 425–917–6590; email: 

wayne.lockett@faa.gov. 

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–2014–0772; Directorate Identifier 

2014–NM–090–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-sitedamage 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. 

On May 6, 2011, we issued AD 2011– 

08–51, Amendment 39–16701 (76 FR 

28632, May 18, 2011), for certain The 

Boeing Company Model 737–300, –400, 

and –500 series airplanes. AD 2011–08– 

51 requires repetitive external eddy 

current inspections of the lap joints at 

stringers S–4R and S–4L, from body 

station (BS) 360 to BS 908. If a crack 

indication is found, AD 2011–08–51 

requires either confirming the crack by 

doing internal eddy current inspections, 

or repairing the crack. As an alternative 

to the external eddy current inspections, 

AD 2011–08–51 provides for internal 

eddy current and detailed inspections 

for cracks in the lower skin at the lower 

row of fasteners at stringers S–4L and S– 

4R. AD 2011–08–51 resulted from a 

report indicating that a Model 737–300 

series airplane experienced a rapid 

decompression when the lap joint at 

stringer S–4L between BS 664 and BS 

727 cracked and opened up due to 

cracking in the lower skin at the lower 

row of fasteners. We issued AD 2011– 

08–51 to detect and correct such 

cracking, which could result in an 

uncontrolled decompression of the 

airplane. 

Actions Since AD 2011–08–51, 

Amendment 39–16701 (76 FR 28632, 

May 18, 2011), Was Issued 

Since we issued AD 2011–08–51, 

Amendment 39–16701 (76 FR 28632, 

May 18, 2011), an evaluation by the 

DAH has determined that the lower 

fastener holes in the lower skin of the 

fuselage lap splice are subject to WFD, 

and as a result the DAH specified 

revised compliance times, an expanded 

inspection area, and additional 

inspections for cracks and open pockets, 

and corrective actions if necessary. 

Additionally, this evaluation has also 

determined that the repetitive 

inspection interval can be increased for 

lap splices with certain new fay 

scratches. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–53A1319, Revision 2, 

dated April 4, 2014. 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–2014– 

0772. 

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 these same 

type designs. 

Proposed AD Requirements 

Although this proposed AD does not 

explicitly restate the requirements of AD 

2011–08–51, Amendment 39–16701 (76 

FR 28632, May 18, 2011), this proposed 

AD would retain certain requirements of 

AD 2011–08–51. Those requirements are 

referenced in the service information 

identified previously, which, in turn, 

are referenced in paragraphs (g) and (l) 

of this proposed AD. This proposed AD 

would require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Differences 

Between the Proposed AD and the 

Service Information.’’ 

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Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 68383 

Differences Between This Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 

2014, specifies to contact the 

manufacturer for instructions on how to 

inspect and 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 Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Interim Action 

We consider this proposed AD 

interim action. An investigation is 

ongoing and no terminating action has 

been developed. Once terminating 

action is developed, approved, and 

available, we might consider additional 

rulemaking. 

Costs of Compliance 

We estimate that this proposed AD 

affects 130 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Repetitive inspections [actions retained 

from AD 2011–08–51, Amendment 

39–16701 (76 FR 28632, May 18, 

2011)].

6 or 4,270 work-hours (depending on 

inspection method) × $85 per workhour = $510 or $362,950 per inspection cycle.

None ............... $510 or $362,950 

per inspection 

cycle.

$66,300 or 

$47,183,500 per 

inspection cycle. 

Repetitive inspections [new proposed 

action].

4 or 550 work-hours (depending on inspection method) × $85 per hour = 

$340 or 46,750 per inspection cycle.

None ............... $340 or 46,750 per 

inspection cycle.

$44,200 or 

$6,077,500 per 

inspection cycle. 

One-time inspections [new proposed action].5,370 work-hours × $85 per hour = 

$456,450.

None ............... $456,450 ............... $59,338,500. 

We have received no definitive data 

that would enable us to provide a 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. 

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 

■ 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. Amend § 39.13 by removing 

Airworthiness Directive (AD) 2011–08– 

51, Amendment 39–16701 (76 FR 

28632, May 18, 2011), and adding the 

following new AD: 

The Boeing Company: Docket No. FAA– 

2014–0772; Directorate Identifier 2014– 

NM–090–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by January 2, 2015. 

(b) Affected ADs 

This AD replaces AD 2011–08–51, 

Amendment 39–16701 (76 FR 28632, May 18, 

2011). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–300, –400, and –500 series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

737–53A1319, Revision 2, dated April 4, 

2014. 

(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) that has 

determined that the lower fastener holes in 

the lower skin of the fuselage lap splice are 

subject to widespread fatigue damage (WFD). 

We are issuing this AD to detect and correct 

fatigue cracking of the lower fastener holes in 

the lower skin of the fuselage lap splice, 

which could result in reduced structural 

integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

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68384 Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules 

(g) Repetitive Inspections for Crack 

Indications at Stringers S–4R and S–4L, 

Body Station (BS) 360 to BS 908 

At the applicable time specified in Table 

1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014: Do an 

external eddy current inspection, or internal 

eddy current and detailed inspections, for 

crack indications at stringers S–4R and S–4L, 

from body station (BS) 360 to BS 908, except 

as provided by paragraph (h) of this AD, in 

accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1319, Revision 2, 

dated April 4, 2014. Repeat the inspection(s) 

thereafter at the applicable intervals specified 

in Table 1 or Table 2, as applicable, of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014. Either 

inspection option may be used at any 

repetitive inspection cycle. 

(h) One-Time Inspections for Cracks at 

Stringers S–4L and S–4R, BS 360 to BS 908 

At the applicable time specified in Table 

3 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014, except as 

required by paragraph (m) of this AD: Do 

one-time internal detailed and eddy current 

inspections for cracks at stringers S–4R and 

S–4L, from BS 360 to BS 908, in accordance 

with Part 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1319, Revision 2, dated April 4, 

2014. Accomplishment of the inspections 

required by this paragraph does not terminate 

the repetitive inspections required by 

paragraph (g) of this AD. 

(i) One-Time Inspections for Cracks at 

Stringer S–4R, BS 908 to BS 1016 

For airplanes identified as Group 2, 3, 5, 

and 7 in Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 2014: At 

the applicable time specified in Table 4 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014, except as 

required by paragraph (m) of this AD, do onetime internal detailed and eddy current 

inspections for cracks at stringer S–4R, from 

BS 908 to BS 1016, in accordance with Part 

3 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014. 

(j) Repetitive Inspections for Cracks at 

Stringer S–4R, BS 908 to BS 1016 

For airplanes identified as Group 2, 3, 5, 

and 7 in Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 2014: At 

the applicable time specified in Table 5 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014, except as 

required by paragraph (m) of this AD, do 

external eddy current inspections, or internal 

eddy current and detailed inspections, for 

cracks at stringer S–4R, from BS 908 to BS 

1016, in accordance with Part 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1319, Revision 2, 

dated April 4, 2014. Repeat the inspection(s) 

thereafter at the applicable intervals specified 

in Table 5 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 2014. 

Either inspection option may be used at any 

repetitive inspection cycle. 

(k) General Visual Inspection for Open 

Pockets at Stringer S–4R, BS 908 to BS 1016 

For airplanes identified as Group 1, 4, and 

6 in Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 2014: At 

the applicable time specified in Table 6 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014, except as 

required by paragraph (m) of this AD, do a 

general visual inspection for open pockets of 

the lower skin panel at stringer S–4R, from 

BS 908 to BS 1016, in accordance with Part 

5 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1319, 

Revision 2, dated April 4, 2014. If any open 

pocket is found, before further flight, inspect 

and repair using a method approved in 

accordance with the procedures specified in 

paragraph (o) of this AD. 

(l) Corrective Action 

If any crack is found during any inspection 

required by this AD: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (o) of this AD. Accomplishment of 

repairs approved in accordance with the 

procedures specified in paragraph (o) of this 

AD terminates the repetitive inspections 

specified in paragraphs (g) and (j) of this AD 

in the repaired areas only. 

(m) Service Information Exception 

Where Boeing Alert Service Bulletin 737– 

53A1319, Revision 2, dated April 4, 2014, 

specifies a compliance time ‘‘after the 

Revision 2 date of this service bulletin,’’ this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(n) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Boeing Alert Service 

Bulletin 737–53A1319, dated April 4, 2011; 

or Boeing Alert Service Bulletin 737– 

53A1319, Revision 1, dated April 8, 2011. 

Boeing Alert Service Bulletin 737–53A1319, 

dated April 4, 2011, is incorporated by 

reference in AD 2011–08–51, Amendment 

39–16701 (76 FR 28632, May 18, 2011). 

Boeing Alert Service Bulletin 737–53A1319, 

Revision 1, dated April 8, is not incorporated 

by reference in this AD. 

(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: 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. 

(4) AMOCs approved for AD 2011–08–51, 

Amendment 39–16701 (76 FR 28632, May 18, 

2011), are approved as AMOCs for the 

corresponding provisions of paragraphs (g) 

and (l) of this AD. 

(p) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6447; fax: 425–917–6590; 

email: wayne.lockett@faa.gov. 

(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 

November 5, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–27070 Filed 11–14–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0773; Directorate 

Identifier 2014–NM–068–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all The 

Boeing Company Model 787–8 

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