This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

47897 

Vol. 74, No. 180 

Friday, September 18, 2009 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0865; Directorate 

Identifier 2009–NM–023–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747SR, and 747SP Series 

Airplanes Equipped With General 

Electric CF6–45 or –50 Series Engines, 

or Equipped With Pratt & Whitney 

JT9D–3 or –7 (Excluding –70) Series 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

Boeing Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747– 

200F, 747–300, 747SR, and 747SP series 

airplanes. The existing AD currently 

requires repetitive inspections to detect 

cracks and fractures of the strut front 

spar chord assembly (including the 

forward side) at each strut location, and 

repair if necessary. This proposed AD 

would add a one-time inspection for 

cracking of the forward side of the front 

spar chord assembly on the inboard and 

outboard struts, installation of a cap 

skin doublers for certain airplanes, and 

repair if necessary. These actions would 

terminate the repetitive inspections of 

the forward side of the strut front spar 

chord assembly; the inspections of the 

aft side assembly continue as specified 

in the existing AD. This proposed AD 

results from a report of a fractured front 

spar assembly for strut No. 3, which 

resulted in the loss of the strut upper 

link load path. We are proposing this 

AD to detect and correct cracks and 

fractures of the nacelle strut front spar 

chord assembly. Fracture of the front 

spar chord assembly could lead to loss 

of the strut upper link load path and 

consequent fracture of the diagonal 

brace, which could result in in-flight 

separation of the strut and engine from 

the airplane. 

DATES: We must receive comments on 

this proposed AD by November 2, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal rulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221 or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Ken 

Paoletti, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6434; 

fax (425) 917–6590. 

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–2009–0865; Directorate Identifier 

2009–NM–023–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 

On December 26, 2006, we issued AD 

2007–01–15, amendment 39–14887 (72 

FR 1427, January 12, 2007), for certain 

Boeing Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747– 

200F, 747–300, 747SR, and 747SP series 

airplanes. That AD requires repetitive 

inspections to detect cracks and 

fractures of the strut front spar chord 

assembly, including the forward side, at 

each strut location, and repair if 

necessary. That AD resulted from a strut 

front spar chord assembly that was 

found fractured, forward of the 

inspections that are required by AD 

2004–25–05, amendment 39–13893 (69 

FR 71349), which was superseded by 

AD 2007–01–15. We issued AD 2007– 

01–05 to detect and correct cracks and 

fractures of the nacelle strut front spar 

chord assembly. Fracture of the front 

spar chord assembly could lead to loss 

of the strut upper link load path and 

consequent fracture of the diagonal 

brace, which could result in in-flight 

separation of the strut and engine from 

the airplane. 

Actions Since Existing AD Was Issued 

The preamble to AD 2007–01–15 

specifies that we consider the 

requirements ‘‘interim action’’ and that 


erowe on DSK5CLS3C1PROD with PROPOSALS-1
47898 Federal Register / Vol. 74, No. 180 / Friday, September 18, 2009 / Proposed Rules 

the manufacturer is developing a 

modification to address the unsafe 

condition. That AD explains that we 

might consider further rulemaking if a 

modification is developed, approved, 

and available. The manufacturer now 

has developed such a modification only 

for the front spar chord assembly 

forward of the upper link attachment. 

Therefore, we have determined that 

further rulemaking is indeed necessary; 

this proposed AD follows from that 

determination. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–54A2230, dated 

October 30, 2008. The service bulletin 

describes the following procedures: 

• A one-time open-hole high 

frequency eddy current (HFEC) 

inspection for cracking of the forward 

side of the front spar chord assembly on 

the inboard and outboard struts. For 

airplanes on which the cap skin doubler 

is not installed, the service bulletin also 

includes procedures for installing the 

cap skin doubler. 

• For airplanes on which no crack is 

found, the service bulletin states that no 

further action is required. 

• For airplanes on which any crack is 

found, the service bulletin specifies the 

corrective action of contacting Boeing 

for additional instructions and doing the 

repair before further flight. The service 

bulletin specifies that doing the repair 

ends the need for the repetitive 

inspections of the forward side of the 

strut front spar chord assembly. 

The service bulletin specifies doing 

the inspection, and the installation of 

the cap skin doubler for certain 

airplanes, within 48 months after the 

date on the service bulletin for the 

outboard strut, and within 36 months 

after the date on the service bulletin for 

the inboard strut. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to develop on 

other airplanes of the same type design. 

For this reason, we are proposing this 

AD, which would supersede AD 2007– 

01–15 and retain the requirements of the 

existing AD. This proposed AD would 

also require accomplishing the actions 

specified in the service bulletin 

described previously, except as 

discussed under ‘‘Difference Between 

the Proposed AD and the Service 

Bulletin.’’ 

Difference Between the Proposed AD 

and the Service Bulletin 

Boeing Alert Service Bulletin 747– 

54A2230, dated October 30, 2008, 

specifies to contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that has been approved by an 

Authorized Representative for the 

Boeing Commercial Airplanes 

Delegation Option Authorization 

Organization whom we have authorized 

to make those findings. 

Changes to Existing AD 

This proposed AD would retain all 

requirements of AD 2007–01–15. Since 

AD 2007–01–15 was issued, the AD 

format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2007–01–15 

Corresponding 

requirement in this 

proposed AD 

Paragraph (f) ............. paragraph (g). 

Paragraph (g) ............ paragraph (h). 

Paragraph (h) ............ paragraph (i). 

Paragraph (i) ............. paragraph (j). 

Paragraph (j) ............. paragraph (k). 

Paragraph (k) ............ paragraph (l). 

Paragraph (l) ............. paragraph (m). 

Paragraph (m) ........... paragraph (q). 

Interim Action 

We consider the actions in this 

proposed AD to be interim actions for 

the strut front spar chord assembly at 

each strut location, excluding the 

forward side (the terminating action for 

the forward side is included in this 

proposed AD). If the manufacturer 

develops a modification for the 

remainder of the front spar chord 

assembly, we might consider additional 

rulemaking. 

Costs of Compliance 

There are about 411 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspections (required 

by AD 2007–01–15).

17 ................ $80 $0 .............................. $1,360 per inspection 

cycle.

85 $115,600 per inspection cycle. 

One-time inspection 

and cap skin doubler installation 

(new proposed action).

30 to 116 1 ... 80 $893 to $36,737 1 ..... $3,293 to $46,017 1 .. 85 $279,905 to 

$3,911,445.1

1 Depending on airplane configuration. 

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. 


erowe on DSK5CLS3C1PROD with PROPOSALS-1
Federal Register / Vol. 74, No. 180 / Friday, September 18, 2009 / Proposed Rules 47899 

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); and 

3. 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

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. The FAA amends § 39.13 by 

removing amendment 39–14887 (72 FR 

1427, January 12, 2007) and adding the 

following new AD: 

Boeing: Docket No. FAA–2009–0865; 

Directorate Identifier 2009–NM–023–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by November 2, 2009. 

Affected ADs 

(b) This AD supersedes AD 2007–01–15. 

Applicability 

(c) This AD applies to Boeing Model 747– 

100, 747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747SR, and 

747SP series airplanes, certificated in any 

category, equipped with General Electric 

CF6–45 or –50 series engines, or equipped 

with Pratt & Whitney JT9D–3 or –7 

(excluding –70) series engines, as identified 

in Boeing Alert Service Bulletin 747– 

54A2224, Revision 1, dated November 16, 

2006. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 54: Nacelles/Pylons. 

Unsafe Condition 

(e) This AD results from a report of a 

fractured front spar assembly for strut No. 3, 

which resulted in the loss of the strut upper 

link load path. The Federal Aviation 

Administration is issuing this AD to detect 

and correct cracks and fractures of the 

nacelle strut front spar chord assembly. 

Fracture of the front spar chord assembly 

could lead to loss of the strut upper link load 

path and consequent fracture of the diagonal 

brace, which could result in in-flight 

separation of the strut and engine from the 

airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2004– 

25–05, Amendment 39–13893 

Aft Side Detailed and High Frequency Eddy 

Current (HFEC) Inspections With New 

Service Information 

(g) Within 90 days after December 27, 2004 

(the effective date of AD 2004–25–05, which 

was superseded by AD 2007–01–15), perform 

detailed and HFEC inspections to detect any 

cracks or fractures of the front spar chord 

assembly for strut numbers 1 through 4 

inclusive, in accordance with Boeing Alert 

Service Bulletin 747–54A2224, dated 

September 30, 2004; or in accordance with 

Part 1—Aft Side Inspection of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–54A2224, Revision 1, 

dated November 16, 2006. As of January 29, 

2007 (the effective date of AD 2007–01–15), 

only Part 1—Aft Side Inspection of the 

Accomplishment Instructions of Revision 1 

of Boeing Alert Service Bulletin 747– 

54A2224, Revision 1, dated November 16, 

2006, may be used. 

(h) Accomplishment of the detailed and 

HFEC inspections in accordance with Boeing 

747 Fleet Team Digest 747–FTD–54–04002, 

dated April 15, 2004, May 4, 2004, June 1, 

2004, July 12, 2004, or July 28, 2004; or 

Boeing Message 1–C6ELC (Service Request ID 

No.: 218724992), dated April 14, 2004; before 

December 27, 2004, is considered acceptable 

for compliance with the requirements of 

paragraph (g) of this AD. 

Repetitive Inspections 

(i) For airplanes on which no crack or 

fracture is detected during the inspections 

required by paragraph (g) of this AD: At the 

applicable times specified in Table 1— 

Repetitive Intervals of this AD, repeat the 

detailed and HFEC inspections required by 

paragraph (g) of this AD. 

TABLE 1—REPETITIVE INTERVALS

For airplanes identified in Boeing Alert Service Bulletin 747–54A2224, 

dated September 30, 2004; or Revision 1, dated November 16, 2006; 

as— 

Repeat the inspections at intervals not to exceed— 

Group 1 ..................................................................................................... 1,000 flight cycles or 18 months, whichever occurs first. 

Group 2 and Group 3 ............................................................................... 1,200 flight cycles or 18 months, whichever occurs first. 

Group 4 and Group 6 ............................................................................... 1,500 flight cycles or 18 months, whichever occurs first. 

Group 5 ..................................................................................................... 2,000 flight cycles or 18 months, whichever occurs first. 

Corrective Action 

(j) If any crack or fracture is found during 

any inspection required by paragraphs (g) 

and (i) of this AD, and Boeing Alert Service 

Bulletin 747–54A2224, dated September 30, 

2004; or Revision 1, dated November 16, 

2006; specifies contacting Boeing for 

appropriate action: Before further flight, 

repair the crack or fracture using a method 

approved in accordance with the procedures 

specified in paragraph (q) of this AD. 

Restatement of Requirements of AD 2007– 

01–15 

Forward Side Detailed and HFEC 

Inspections 

(k) Within 90 days after January 29, 2007, 

do detailed and HFEC inspections for any 

cracks or fracture of the front spar chord 

assembly for strut numbers 1, 2, 3, and 4, in 

accordance with Part 2—Forward Side 

Inspection of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–54A2224, Revision 1, dated November 

16, 2006. If no crack or fracture is found, 

repeat the inspections thereafter at the 

applicable interval specified in Table 1 of 

this AD. Doing the inspections required by 

paragraph (n) of this AD terminates the 

forward side detailed and HFEC inspection 

requirements of this paragraph. 


erowe on DSK5CLS3C1PROD with PROPOSALS-1
47900 Federal Register / Vol. 74, No. 180 / Friday, September 18, 2009 / Proposed Rules 

Corrective Action for Forward Side 

Inspection 

(l) If any crack or fracture is found during 

any inspection required by paragraph (k) of 

this AD, and Boeing Alert Service Bulletin 

747–54A2224, Revision 1, dated November 

16, 2006, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the crack or fracture using a method 

approved in accordance with the procedures 

specified in paragraph (q) of this AD. 

Credit for Inspections Done According to 

Boeing 747 Fleet Team Digest 

(m) Detailed and HFEC inspections done 

before January 29, 2007, in accordance with 

Boeing 747 Fleet Team Digest 747–FTD–54– 

06002, dated June 29, 2006; or October 16, 

2006; are acceptable for compliance with the 

initial inspection required by paragraph (k) of 

this AD. 

New Requirements of This AD 

Inspection and Corrective Actions 

(n) At the applicable time specified in 

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

Alert Service Bulletin 747–54A2230, dated 

October 30, 2008; except that where the 

service bulletin specifies a compliance time 

after the date on the service bulletin, this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD: Do an open-hole high frequency 

eddy current (HFEC) inspection for cracking 

of the of the forward side of the front spar 

chord assembly on the inboard and outboard 

struts; and, for airplanes on which the cap 

skin doubler is not installed, install the cap 

skin doubler; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–54A2230, dated October 

30, 2008. 

(o) If any crack is found during the 

inspection required by paragraph (n) of this 

AD: Before further flight, repair the crack 

using a method approved in accordance with 

the procedures specified in paragraph (q) of 

this AD. 

(p) Doing all applicable actions required by 

paragraphs (n) and (o) of this AD terminates 

the repetitive forward side detailed and 

HFEC inspection requirements of paragraph 

(k) of this AD. All aft side inspection 

requirements of this AD remain in effect. 

Alternative Methods of Compliance 

(AMOCs) 

(q)(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. Send information to ATTN: Ken 

Paoletti, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6434; fax (425) 917–6590. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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 previously in 

accordance with AD 2007–01–15, are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Issued in Renton, Washington, on 

September 11, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–22577 Filed 9–17–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0866; Directorate 

Identifier 2009–NM–074–AD] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Model MD–11 and MD–11F 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

McDonnell Douglas Model MD–11 and 

MD–11F airplanes. The existing AD 

currently requires a one-time inspection 

to determine if metallic transitions are 

installed on wire harnesses of the tail 

tank fuel transfer pumps, and to 

determine if damaged wires are present; 

and repair, if necessary. This proposed 

AD would require modifying the case 

grounding for the alternate fuel pump of 

the tail tank, the leak detection thermal 

switch grounding for the number 2 

engine, and wire braid grounding in the 

empennage and number 2 engine inlet. 

This proposed AD would also remove 

one airplane from the applicability of 

the existing AD. This proposed AD 

results from reports that the wire 

assembly for the alternate fuel pump is 

missing a case ground wire, and the 

lightning protection wire braid for wire 

assemblies located in the empennage 

and number 2 engine inlet are grounded 

improperly. We are proposing this AD 

to prevent insufficient grounding of the 

fuel pump, which in combination with 

an electrical failure within the fuel 

pump and a compromised electrical 

bond could cause a fuel tank ignition, 

resulting in consequent fire or 

explosion. 

DATES: We must receive comments on 

this proposed AD by November 2, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221 or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Samuel Lee, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification 


erowe on DSK5CLS3C1PROD with PROPOSALS-1