Federal Register / Vol. 80, No. 134 / Tuesday, July 14, 2015 / Rules and Regulations 40899 

(i) 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 the 

AD specifies otherwise. 

(i) GE Aviation Czech s.r.o. Alert 

Service Bulletin (ASB) No. M601E–11/ 

28, Revision 2, dated January 23, 2015, 

including Appendix 2, (the issue date is 

not specified in the appendix). 

(ii) GE Aviation Czech s.r.o. ASB No. 

M601E–11A/15, Revision 2, dated 

January 23, 2015, including Appendix 2, 

(the issue date is not specified in the 

appendix). 

(iii) GE Aviation Czech s.r.o. ASB No. 

M601F/26, Revision 2, dated January 23, 

2015, including Appendix 2, (the issue 

date is not specified in the appendix). 

Note 1 to paragraph (i)(2): GE Aviation 

Czech s.r.o. ASBs No. M601E–11/28, M601E– 

11A/15, and M601F/26, all Revision 2, all 

dated January 23, 2015, including Appendix 

2, are co-published as one document with 

ASBs No. M601D/44, M601D–1/29, M601D– 

11NZ/18, M601E/59, and M601E–21/26, 

which are not incorporated by reference. 

(3) For GE Aviation Czech s.r.o. 

service information identified in this 

AD, contact GE Aviation Czech s.r.o., 

Beranovy ́ch 65, 199 02 Praha 9— 

Letnˇ any, Czech Republic; phone: +420 

222 538 111; fax: +420 222 538 222. 

(4) You may view this service 

information at FAA, Engine & Propeller 

Directorate, 12 New England Executive 

Park, Burlington, MA. For information 

on the availability of this material at the 

FAA, call 781–238–7125. 

(5) You may view this service 

information 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/ibr-locations.html. 

Issued in Burlington, Massachusetts, on 

June 26, 2015. 

Ann C. Mollica, 

Acting Directorate Manager, Engine & 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2015–16584 Filed 7–13–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0339; Directorate 

Identifier 2014–NM–025–AD; Amendment 

39–18192; AD 2015–13–05] 

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 certain 

The Boeing Company Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. This AD was prompted 

by reports of fatigue cracks found in the 

upper corners of the forward entry door 

skin cutout. This AD requires repetitive 

inspections for cracking in the upper 

corners of the forward entry door skin 

cutout, and repair if necessary. 

Accomplishment of this repair or a 

preventive modification terminates the 

repetitive inspections. We are issuing 

this AD to detect and correct cracking in 

the doorway upper corners, which 

could result in cabin depressurization. 

DATES: This AD is effective August 18, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 18, 2015. 

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. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0339. 

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– 

0339; 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: 

Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

CA 90712–4137; telephone: 562–627– 

5234; fax: 562–627–5210; email: 

nenita.odesa@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. The 

NPRM published in the Federal 

Register on June 11, 2014 (79 FR 33484). 

The NPRM was prompted by reports of 

fatigue cracks found in the upper 

corners of the forward entry door skin 

cutout. The NPRM proposed to require 

repetitive inspections for cracking in the 

upper corners of the forward entry door 

skin cutout, and repair if necessary. 

Accomplishment of this repair or a 

preventive modification would 

terminate the repetitive inspections. We 

are issuing this AD to detect and correct 

cracking in the doorway upper corners, 

which could result in cabin 

depressurization. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 33484, 

June 11, 2014) and the FAA’s response 

to each comment. 

Support for the NPRM (79 FR 33484, 

June 11, 2014) 

Boeing stated that it supports the 

NPRM (79 FR 33484, June 11, 2014). 

Request To Clarify Terminating Action 

Southwest Airlines (SWA) requested 

confirmation that paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, is an 

acceptable terminating action for the 

inspection requirements of paragraph 

(g)(1) of this NPRM (79 FR 33484, June 

11, 2014) for the repaired door corners. 

SWA stated that the repairs provided 

in Part 3 of the Accomplishment 


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40900 Federal Register / Vol. 80, No. 134 / Tuesday, July 14, 2015 / Rules and Regulations 

Instructions of Boeing Service Bulletin 

737–53–1163, dated December 21, 1993, 

and in Part 3 of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014, contain 

instructions using the service 

information figures or using the 

structural repair manual. SWA stated 

that there are no provisions in the 

NPRM (79 FR 33484, June 11, 2014) for 

repairs installed using FAA Form 8100– 

9 prior to the issuance of the NPRM. 

SWA stated that paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, states 

that, ‘‘For door corners that have a 

repair provided by Boeing and approved 

via FAA Form 8100–9 installed, the 

inspection in this service bulletin is not 

required for the repaired door 

corner(s).’’ 

We agree that paragraph 3.B.4. of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, is an 

acceptable terminating action for the 

inspection requirements of paragraph 

(g)(1) of this AD. We have added a new 

paragraph (h)(3) to this AD accordingly. 

Request To Change the Compliance 

Time 

SWA requested that the compliance 

time for paragraph (i) in the proposed 

AD (79 FR 33484, June 11, 2014) be 

revised. SWA suggested that the 

proposed requirement of paragraph (i) of 

the proposed AD state that the 

compliance time in table 3 of paragraph 

1.E., ‘‘Compliance’’ of Boeing Alert 

Service Bulletin 737–53A1163, Revision 

1, dated January 8, 2014, be 

implemented during the operator’s 

repair assessment program (RAP), 

provided that the operator’s RAP was 

developed using the ‘‘D6–38669, Repair 

Assessment Guidelines-Model 737–100 

to –500,’’ and approved by the FAA 

principal maintenance inspector. 

SWA stated that the 60,000-totalflight-cycle requirement may not 

coincide with the operator’s 

implementation of the ‘‘D6–38669, 

Repair Assessment Guidelines-Model 

737–100 to –500.’’ SWA stated that 

airplanes with existing preventive 

modifications and repairs that have 

already surpassed the compliance time 

in table 3 of 1.E., ‘‘Compliance’’ of 

Boeing Alert Service Bulletin 737– 

53A1163, Revision 1, dated January 8, 

2014, will immediately be rendered out 

of compliance by paragraph (i) of the 

proposed AD (79 FR 33484, June 11, 

2014) if the table 3 requirement of 1.E., 

‘‘Compliance’’ of Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014, does not coincide 

with the operator’s RAP. 

We partially agree with the 

commenter’s request. We disagree with 

the commenter’s proposed compliance 

time because our examination of this 

issue shows that the compliance period 

for the RAP may be too long to address 

the unsafe condition. However, we agree 

that some airplanes would be rendered 

immediately out of compliance, and 

therefore, a compliance grace period 

should be added. We have added a grace 

period of ‘‘4,500 flight cycles after the 

effective date of this AD’’ to the 

compliance time in paragraph (i) of this 

AD. 

Request To Provide Conditional Relief 

From Inspection Requirements 

SWA requested that the NPRM (79 FR 

33484, June 11, 2014) provide relief 

from the external detailed inspection in 

areas that are hidden by an existing noncorner Boeing repair approved using 

FAA form 8100–9. SWA stated that an 

external detailed inspection is still 

required in the area not hidden by the 

repair. 

We agree with the commenter’s 

request. As we stated previously, we 

have added a new paragraph (h)(3) to 

this AD for door corners that have an 

existing repair installed, as provided by 

Boeing and approved using FAA Form 

8100–9. Under these conditions, the 

inspection in paragraph (g)(1) of this AD 

is not required for the repaired door 

corners. 

Request to Revise the Requirements for 

Post-Modification and Post-Repair 

Inspections 

SWA requested that the postmodification and post-repair 

inspections specified in table 3 of 

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

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, not 

be required in paragraph (i) of the 

proposed AD (79 FR 33484, June 11, 

2014). SWA stated that the postmodification and post-repair 

inspections are currently mandated 

under 14 CFR 129.109(b)(2)14 and CFR 

121.1109(c)(2). 

We partially agree with the 

commenter’s request. As we stated 

previously, our examination of this 

issue shows that the compliance period 

for the RAP may be too long to address 

the unsafe condition. However, we agree 

that these inspections are required 

under 14 CFR 129.109(b)(2)14 and CFR 

121.1109(c)(2). Operators who have 

already begun inspections of this area 

using the RAP should not be burdened 

with an additional and identical 

inspection requirement. Therefore, we 

have redesignated paragraph (i) of the 

proposed AD (79 FR 33484, June 11, 

2014) as paragraph (i)(1) and added new 

paragraph (i)(2) to this final rule, which 

states that the inspection requirement in 

paragraph (i)(1) of this AD does not 

apply to operators who have added 

inspections of this area in accordance 

with 14 CFR 121.1109(c)(2) or 

§ 129.109(b)(2) to their FAA-approved 

maintenance program. These 

inspections may be used in support of 

compliance with 14 CFR 121.1109(c)(2) 

or § 129.109(b)(2). 

Effect of Winglets on AD 

Aviation Partners Boeing stated that 

accomplishing the supplemental type 

certificate (STC) ST01219SE does not 

affect the actions specified in the NPRM 

(79 FR 33484, June 11, 2014). 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

NPRM (79 FR 33484, June 11, 2014) as 

(c)(1) and added new paragraph (c)(2) to 

this final rule to state that installation of 

STC ST01219SE (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

ebd1cec7b301293e86257cb30045557a/

$FILE/ST01219SE.pdf http://rgl.faa.gov/ 

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

ebd1cec7b301293e86257cb30045557a/

%24FILE/ST01219SE.pdf)) does not 

affect the ability to accomplish the 

actions required by this final rule. 

Therefore, for airplanes on which STC 

ST01219SE 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. 

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 change described previously, 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

33484, June 11, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 33484, 

June 11, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 737–53A1163, dated December 


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Federal Register / Vol. 80, No. 134 / Tuesday, July 14, 2015 / Rules and Regulations 40901 

21, 1993; and Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014. The service 

information describes repetitive 

inspections for cracking in the upper 

corners of the forward entry door skin 

cutout, and repair if necessary. 

Accomplishment of this repair or a 

preventive modification terminates the 

repetitive inspections. 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 AD. 

Costs of Compliance 

We estimate that this AD affects 371 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS—REQUIRED ACTIONS

Action Labor cost Parts cost Cost per 

product 

Cost on 

U.S. operators 

Inspection .............................................................. 3 work-hours × $85 per hour = $255 ................... $0 $255 $94,605 

ESTIMATED COSTS—OPTIONAL ACTIONS

Action Labor cost Parts cost Cost per product 

Preventive modification ....................................... 44 work-hours × $85 per hour = $3,740 .......... Up to $3,912 ............... Up to $7,652. 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Repair .................................................................. 60 work-hours × $85 per hour = $5,100 .......... Up to $4,964 ............... Up to $10,064. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the post-repair or postpreventive modification inspections 

specified in this 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 

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): 

2015–13–05 The Boeing Company: 

Amendment 39–18192; Docket No. 

FAA–2014–0339; Directorate Identifier 

2014–NM–025–AD. 

(a) Effective Date 

This AD is effective August 18, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes; 

certificated in any category; as identified in 

Boeing Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01219SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

ebd1cec7b301293e86257cb30045557a/$FILE/

ST01219SE.pdf http://rgl.faa.gov/Regulatory_

and_Guidance_Library/rgstc.nsf/0/

ebd1cec7b301293e86257cb30045557a/

%24FILE/ST01219SE.pdf) does not affect the 


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ability to accomplish the actions required by 

this AD. Therefore, for airplanes on which 

STC ST01219SE 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 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

fatigue cracks found in the upper corners of 

the forward entry door skin cutout. We are 

issuing this AD to detect and correct cracking 

in the doorway upper corners, which could 

result in cabin depressurization. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection 

(1) For airplanes identified in Boeing Alert 

Service Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014, as Groups 1 and 2, 

Configuration 2, and Group 3: Before the 

accumulation of 27,000 total flight cycles, or 

within 4,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an external detailed inspection for cracking 

of the skin assembly, and a low frequency 

eddy current (LFEC) inspection for cracking 

of the skin assembly and bear strap, and all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, except as 

required by paragraph (j) of this AD. Repeat 

the inspections thereafter at intervals not to 

exceed 4,500 flight cycles. Do all applicable 

corrective actions before further flight. 

(2) For airplanes identified as Group 4 in 

Boeing Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014: Within 

120 days after the effective date of this AD, 

do inspections of the skin assembly and bear 

strap and all applicable corrective actions 

using a method approved in accordance with 

the procedures specified in paragraph (m) of 

this AD. 

(h) Terminating Actions 

(1) Accomplishment of the preventive 

change specified in Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1163, dated 

December 21, 1993; or the preventive 

modification specified in Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014; terminates the 

inspection requirements specified in 

paragraph (g)(1) of this AD. 

(2) Accomplishment of the repair specified 

in Part III of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53–1163, dated December 21, 1993; or Part 3 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014; terminates 

the inspection requirements specified in 

paragraph (g)(1) of this AD. 

(3) For door corners that have a repair 

installed, as provided by Boeing, which 

inhibits the inspections required by 

paragraph (g)(1) of this AD, and approved 

before the effective date of this AD using 

FAA Form 8100–9, the inspection in 

paragraph (g)(1) of this AD is not required. 

Refer to the repair approval for any 

supplemental inspection of the repair area. 

(i) Post-Modification and Post-Repair 

Inspections 

(1) For airplanes identified in Boeing Alert 

Service Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014, as Groups 1 and 2, on 

which a repair or preventive modification 

has been installed in accordance with Boeing 

Service Bulletin 737–53–1163, dated 

December 21, 1993; or Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, dated 

January 8, 2014: At the applicable time 

specified in table 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, dated 

January 8, 2014, or within 4,500 flight cycles 

after the effective date of this AD, whichever 

occurs later, inspect the fuselage skin 

assembly, bear strap, and frame and sill outer 

chords, as applicable, for cracking, in 

accordance with table 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1163, Revision 1, dated 

January 8, 2014. Repeat the inspection 

thereafter at the times specified in table 3 of 

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

Service Bulletin 737–53A1163, Revision 1, 

dated January 8, 2014. If any crack is found 

during any inspection required by this 

paragraph, repair before further flight using 

a method approved in accordance with the 

procedures specified in paragraph (m) of this 

AD. 

(2) The inspection requirement in 

paragraph (i)(1) of this AD does not apply to 

operators who have added the inspection 

program for this area specified in table 3 of 

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

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, in 

accordance with 14 CFR 121.1109(c)(2) or 

§ 129.109(b)(2) to their FAA-approved 

maintenance program. These inspections 

may be used in support of compliance with 

14 CFR 121.1109(c)(2) or § 129.109(b)(2). 

(j) Exception to Service Information 

Specifications 

If any cracking is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, specifies 

to contact Boeing for appropriate action: 

Before further flight, repair the crack using a 

method approved in accordance with the 

procedures specified in paragraph (m) of this 

AD. 

(k) Explanation of Service Information and 

AD: Repair/Preventative Modification 

Required 

The Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1163, 

Revision 1, dated January 8, 2014, state that 

Group 1 and 2, Configuration 1 airplanes on 

which the repair or preventive modification 

has been installed as specified in Boeing 

Service Bulletin 737–53–1163, dated 

December 21, 1993, are not required to be 

inspected. However, this AD requires 

inspections of Group 1 and 2 airplanes, as 

identified in and in accordance with 

paragraph (i) of this AD, which correspond 

with table 3 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 737– 

53A1163, Revision 1, dated January 8, 2014. 

(l) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 737–53–1163, dated December 21, 

1993. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles 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 (n)(1) of this AD. Information may 

be emailed to: 9-ANM-LAACO-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, Los Angeles 

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. 

(n) Related Information 

(1) For more information about this AD, 

contact Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles ACO, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; telephone: 562– 

627–5234; fax: 562–627–5210; email: 

nenita.odesa@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (o)(3) and (o)(4) of this AD. 

(o) 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 the AD specifies otherwise. 

(i) Boeing Service Bulletin 737–53–1163, 

dated December 21, 1993. 

(ii) Boeing Alert Service Bulletin 737– 

53A1163, Revision 1, dated January 8, 2014. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 


asabaliauskas on DSK5VPTVN1PROD with RULES
Federal Register / Vol. 80, No. 134 / Tuesday, July 14, 2015 / Rules and Regulations 40903 

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 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. 

(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 June 19, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–15852 Filed 7–13–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 147 

[Docket No. USCG–2015–0247] 

RIN 1625–AA00 

Safety Zone; POLAR PIONEER, Outer 

Continental Shelf Drill Unit, Chukchi 

Sea, Alaska 

AGENCY: Coast Guard, DHS. 

ACTION: Temporary final rule. 

SUMMARY: The Coast Guard is 

establishing a safety zone that extends 

500 meters from the outer edge of the 

DRILL UNIT POLAR PIONEER. This 

safety zone will be in effect when the 

DRILL UNIT POLAR PIONEER is on 

location in order to drill exploratory 

wells at various prospects located in the 

Chukchi Sea Outer Continental Shelf, 

Alaska, from 12:01 a.m. on July 1, 2015 

through 11:59 p.m. on October 31, 2015. 

The purpose of the temporary safety 

zone is to protect the drillship from 

vessels operating outside the normal 

shipping channels and fairways. Placing 

a safety zone around the drillship will 

significantly reduce the threat of 

allisions, which could result in oil spills 

and releases of natural gas, and thereby 

protects the safety of life, property, and 

the environment. Lawful 

demonstrations may be conducted 

outside of the safety zone. 

DATES: This rule is effective without 

actual notice from July 14, 2015 until 

October 31, 2015. For the purposes of 

enforcement, actual notice will be used 

from July 1, 2015, until July 14, 2015. 

ADDRESSES: Documents mentioned in 

this preamble are part of docket number 

USCG–2015–0247. To view documents 

mentioned in this preamble as being 

available in the docket, go to 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 

rulemaking. 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 proposed 

rule, call or email LCDR Jason Boyle, 

Seventeenth Coast Guard District (dpi); 

telephone 907–463–2821, Jason.t.boyle@

uscg.mil. If you have questions on 

viewing or submitting material to the 

docket, call Cheryl F. Collins, Program 

Manager, Docket Operations, telephone 

202–366–9826. 

SUPPLEMENTARY INFORMATION: 

Table of Acronyms 

DHS Department of Homeland Security 

FR Federal Register 

NPRM Notice of Proposed Rulemaking 

A. Regulatory History and Information 

The Coast Guard published an NPRM 

for this safety zone on May 1, 2015 (80 

FR 24863). One comment from the 

public was received during the 30 day 

comment period. No public meeting on 

this NPRM was requested, and none was 

held. 

Under 5 U.S.C. 553(d)(3), the Coast 

Guard finds that good cause exists for 

making this rule effective less than 30 

days after publication in the Federal 

Register. Information regarding the size 

and location of this safety zone was not 

provided to the Coast Guard in 

sufficient detail for the Coast Guard to 

initiate this rulemaking activity at an 

earlier date. Delaying the 

implementation of this safety zone 

would increase the possibility of an 

allision in the Chukchi Sea. 

B. Basis and Purpose 

The request for the temporary safety 

zone was made by Shell Exploration & 

Production Company due to safety 

concerns for both the personnel aboard 

the DRILL UNIT POLAR PIONEER and 

the environment. Shell Exploration & 

Production Company indicated that it is 

highly likely that any allision or 

inability to identify, monitor or mitigate 

any risks or threats, including icerelated hazards that might be 

encountered, may result in a 

catastrophic event. Incursions into the 

area by unapproved vessels could 

degrade the ability to monitor and 

mitigate such risks. In evaluating this 

request, the Coast Guard explored 

relevant safety factors and considered 

several criteria, including but not 

limited to: (1) The level of shipping 

activity around the operation; (2) safety 

concerns for personnel aboard the 

vessel; (3) concerns for the environment 

given the sensitivity of the 

environmental and the importance of 

fishing and hunting to the indigenous 

population; (4) the lack of any 

established shipping fairways, and 

fueling and supply storage/operations 

which increase the likelihood that an 

allision would result in a catastrophic 

event; (5) the recent and potential future 

maritime traffic in the vicinity of the 

proposed areas; (6) the types of vessels 

navigating in the vicinity of the 

proposed area; (7) the structural 

configuration of the vessel; and (8) the 

need to allow for lawful demonstrations 

without endangering the safe operation 

of the vessel. For any group intending 

to conduct lawful demonstrations in the 

vicinity of the rig, these demonstrations 

must be conducted outside the safety 

zone. 

Results from a thorough and 

comprehensive examination of the 

criteria, IMO guidelines, and existing 

regulations warrant the establishment of 

the temporary safety zone. The 

regulation significantly reduces the 

threat of allisions that could result in oil 

spills, and other releases. Furthermore, 

the regulation increases the safety of 

life, property, and the environment in 

the Chukchi Sea by prohibiting entry 

into the zone unless specifically 

authorized by the Commander, 

Seventeenth Coast Guard District, or a 

designated representative. Due to the 

remote location and the need to protect 

the environment, the Coast Guard may 

use criminal sanctions to enforce the 

safety zone as appropriate. 

The temporary safety zone will be 

around the DRILL UNIT POLAR 

PIONEER while anchored or deploying 

and recovering moorings on location in 

order to drill exploratory wells in 

various locations in the Chukchi Sea 

Outer Continental Shelf, Alaska during 

the 2015 timeframe. 

Shell Exploration & Production 

Company has proposed and received 

permits for drill sites within the Burger 

prospects, Chukchi Sea, Alaska. 

During the 2015 timeframe, Shell 

Exploration & Production Company has 

proposed drilling exploration wells at 

various Chukchi Sea prospects 


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