Federal Register / Vol. 79, No. 26 / Friday, February 7, 2014 / Rules and Regulations 7377 

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. 

(3) The following service information was 

approved for IBR on November 3, 2003 (68 

FR 55812, September 29, 2003). 

(i) Bombardier Alert Service Bulletin A60– 

28–3, Revision 2, dated October 26, 1998. 

(ii) Bombardier Service Bulletin 60–28–4, 

Revision 2, dated August 22, 2001. 

(4) For service information identified in 

this AD, contact Learjet, Inc., One Learjet 

Way, Wichita, KS 67209–2942; telephone 

316–946–2000; fax 316–946–2220; email 

ac.ict@aero.bombardier.com; Internet http://

www.bombardier.com. 

(5) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

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

(6) 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 

December 27, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–02464 Filed 2–6–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0538; Directorate 

Identifier 2012–NM–212–AD; Amendment 

39–17728; AD 2014–01–05] 

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 a report of cracks in stringer splices 

at body station STA 360 and STA 908, 

between stringer (S) S–10L and S–10R; 

cracks in butt straps between S–5L and 

S–3L, and 

S–3R and S–5R; vertical chem-mill 

fuselage skin cracks at certain butt 

joints; and an instance of cracking that 

occurred in all those three structural 

elements on one airplane. This AD 

requires repetitive inspections for any 

cracking of stringer splices and butt 

straps, and related corrective and 

investigative actions if necessary. We 

are issuing this AD to detect and correct 

cracking in the three structural 

elements, which could result in the 

airplane not being able to sustain limit 

load requirements and possibly result in 

uncontrolled decompression. 

DATES: This AD is effective March 14, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 14, 2014. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2013– 

0538; 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: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: (425) 917–6447; 

fax: (425) 917–6590; email: 

wayne.lockett@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 27, 2013 (78 FR 38608). 

The NPRM was prompted by a report of 

cracks in stringer splices at body station 

STA 360 and STA 908, between stringer 

(S) S–10L and S–10R; cracks in butt 

straps between S–5L and S–3L, and 

S–3R and S–5R; vertical chem-mill 

fuselage skin cracks at certain butt 

joints; and an instance of cracking that 

occurred in all those three structural 

elements on one airplane. The NPRM 

proposed to require repetitive 

inspections for any cracking of stringer 

splices and butt straps, and related 

corrective and investigative actions if 

necessary. We are issuing this AD to 

detect and correct cracking in the three 

structural elements, which could result 

in the airplane not being able to sustain 

limit load requirements and possibly 

result in uncontrolled decompression. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 38608, 

June 27, 2013) and the FAA’s response 

to each comment. 

Request to Clarify That Post-Repair 

Inspections Are Not Required by This 

Final Rule 

Boeing requested clarification that 

Table 11, ‘‘Stringer Splice Post Repair 

Inspection,’’ in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012, is not required by paragraph (h) 

of the NPRM (78 FR 38608, June 27, 

2013). Boeing suggested that paragraph 

(h) of the NPRM be revised to include 

an exception phrase that references 

paragraph (i) of the NPRM. Boeing 

stated that the inspections specified in 

Table 11, ‘‘Stringer Splice Post Repair 

Inspection,’’ in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012, are required to support 

operating requirements for complying 

with section 121.1109(c)(2) or 

129.109(b)(2) of the Federal Aviation 

Regulations (14 CFR 121.1109(c)(2) or 

14 CFR 129.109(b)(2)). Boeing also 

stated that the way the sentences of 

paragraph (h) of the NPRM are arranged, 

the sentences for doing corrective 

actions and repeating inspections seem 

to link the corrective actions and the 

repetitive inspections and imply that 

Table 11, ‘‘Stringer Splice Post Repair 

Inspection,’’ in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012, is required by both the NPRM 

and the Federal Aviation Regulations. 

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7378 Federal Register / Vol. 79, No. 26 / Friday, February 7, 2014 / Rules and Regulations 

We agree to provide clarification, but 

we do not agree to revise this final rule. 

Paragraph (h) of the final rule indicates 

that after the corrective actions are 

accomplished on a cracked stringer 

splice, the repetitive inspections are 

terminated for that stringer splice only. 

The sentence that includes the phrase 

‘‘repeat the applicable inspections’’ is 

not intended to imply any requirement 

to accomplish the post repair 

inspections specified in Table 11, 

‘‘Stringer Splice Post Repair 

Inspection,’’ in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012. Paragraph (i) of this final rule 

also indicates that accomplishing Table 

11, ‘‘Stringer Splice Post Repair 

Inspection,’’ in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012, is not required. No change to 

the final rule is necessary in this regard. 

Request To Reference Alternative 

Service Information Instead of 

Contacting the Manufacturer for 

Corrective Actions 

Southwest Airlines requested that 

paragraph (j)(1) of the NPRM (78 FR 

38608, June 27, 2013) be revised to 

reference certain service information for 

corrective action instructions instead of 

requiring corrective actions that involve 

contacting the FAA or the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) for 

instructions. Southwest Airlines 

proposed that paragraph (j)(1) of the 

NPRM be changed to instead require 

replacement of cracked butt splice 

straps using a Boeing production 

drawing and require inspections for 

cracking in the fuselage skin using 

certain portions and revisions of Boeing 

Service Bulletins 737–53A1210 or 737– 

53A1234. Southwest Airlines also 

suggested referencing Repair 31 of 

section 53–00–01–2R in the Boeing 737– 

300/–500 Structural Repair Manual as 

an acceptable means of compliance for 

repairing any cracking or damage found 

on the fuselage skins. 

We do not agree. The specific skin 

inspection requirements after finding a 

cracked butt joint splice strap might not 

be covered by the inspections provided 

in Boeing Service Bulletins 737– 

53A1210 or 737–53A1234. The specific 

skin inspection requirements will be 

developed based on the specific butt 

strap cracking that is found, and specific 

repairs will be developed based on the 

skin cracking that is found. Operators 

may request approval of an alternative 

method of compliance using the 

procedures specified in paragraph (k) of 

this AD. We have not changed this final 

rule in this regard. 

Request To Exclude Service 

Information Note for Corrosion 

Findings 

Southwest Airlines requested that the 

NPRM (78 FR 38608, June 27, 2013) be 

revised to exclude General Information 

Note 12 of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012, from the required actions of the 

final rule. Southwest Airlines stated that 

General Information Note 12 specifies to 

contact Boeing for repair instructions if 

corrosion is found. Southwest Airlines 

pointed out that the NPRM does not 

propose any inspections for corrosion 

and suggested that any findings of 

corrosion during the accomplishment of 

the requirements of this final rule be 

addressed using the operator’s 

maintenance program. 

We agree to revise this final rule. 

Cracking, not corrosion, is the primary 

safety concern addressed by this final 

rule. If any corrosion is found during 

any inspection for cracking that is 

required by this final rule, the corrective 

action for the corrosion should be 

provided by the operator’s maintenance 

program. We have added paragraph 

(j)(3) to this final rule to remove the 

requirement to comply with General 

Information Note 12 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1322, 

dated November 5, 2012. 

Request To Exclude Service 

Information Note for Deviations From 

Modification Drawings 

Southwest Airlines requested that 

paragraph (j) of the NPRM (78 FR 38608, 

June 27, 2013) be revised to provide an 

exclusion of General Information Note 

16 from the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1322, dated November 

5, 2012. Southwest Airlines describes 

General Information Note 16 as 

specifying to contact Boeing if the 

fastener patterns, types, and sizes, or the 

structure does not agree with the 

production drawing requirements or 

applicable modification drawing 

requirements. Southwest Airlines stated 

that since there are previous FAAapproved repairs and deviations to 

modification drawings, and the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1322, 

dated November 5, 2012, specify actions 

to remove and install structure and 

fasteners, Southwest Airlines expected 

to encounter numerous conditions that 

would prevent complying with the 

actions detailed in the figures of Boeing 

Alert Service Bulletin 737–53A1322, 

dated November 5, 2012. 

We do not agree to exclude General 

Information Note 16 from the 

requirements of this final rule to 

accomplish actions in accordance with 

the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737– 

53A1322, dated November 5, 2012. The 

previously approved repairs or 

deviations to modification drawings 

may require changes to the inspection 

methods used and structure that may 

require removal to accomplish the 

inspection required by this final rule. 

Any change from the procedures 

specified in the service information 

must be approved as an AMOC under 

paragraph (k) of the final rule. We have 

not changed this final rule in this 

regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

38608, June 27, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 38608, 

June 27, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 612 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

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Federal Register / Vol. 79, No. 26 / Friday, February 7, 2014 / Rules and Regulations 7379 

ESTIMATED COSTS

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

Inspections .............................. Up to 362 work-hours × $85 

per hour = $30,770, per inspection cycle.

None ........... Up to $30,770, per inspection 

cycle.

Up to $18,831,240, per inspection cycle. 

Removal and reinstallation of 

butt strap fastener(s).

Up to 2 work-hours × $85 per 

hour = $170, per inspection 

cycle.

$0 ................ Up to $170, per inspection 

cycle.

Up to $104,040, per inspection cycle. 

We estimate the following costs to do 

any necessary replacements that will be 

required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Stringer splice replacement ....................... 3 work-hours × $85 per hour = $255 ......... Operator-supplied, information not available.$255 

The work-hour estimate and parts cost 

information are not available for 

estimating the cost of a butt strap 

replacement. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2014–01–05 The Boeing Company: 

Amendment 39–17728; Docket No. 

FAA–2013–0538; Directorate Identifier 

2012–NM–212–AD. 

(a) Effective Date 

This AD is effective March 14, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–100, –200, –200C, –300, –400, 

and –500 series airplanes, certified in any 

category, as identified in Boeing Alert 

Service Bulletin 737–53A1322, dated 

November 5, 2012. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by a report of 

cracks in stringer splices at body station STA 

360 and STA 908, between stringer (S) S–10L 

and S–10R; cracks in butt straps between S– 

5L and S–3L, and S–3R and S–5R; vertical 

chem-mill fuselage skin cracks at certain butt 

joints; and an instance of cracking that 

occurred in all those three structural 

elements on one airplane. We are issuing this 

AD to detect and correct cracking in the three 

structural elements, which could result in the 

airplane not being able to sustain limit load 

requirements and possibly result in 

uncontrolled decompression. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Actions for Group 1 Airplanes 

For Group 1 airplanes, as identified in 

Boeing Alert Service Bulletin 737–53A1322, 

dated November 5, 2012: At the compliance 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 5, 

2012, except as provided by paragraph (j)(2) 

of this AD, inspect the stringers and butt 

straps and repair as applicable, using a 

method approved in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

(h) Actions for Groups 2 Through 6 

Airplanes 

For Groups 2 through 6 airplanes, as 

identified in Boeing Alert Service Bulletin 

737–53A1322, dated November 5, 2012: At 

the applicable compliance time specified in 

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

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7380 Federal Register / Vol. 79, No. 26 / Friday, February 7, 2014 / Rules and Regulations 

Alert Service Bulletin 737–53A1322, dated 

November 5, 2012, do the applicable 

inspections for cracking identified in 

paragraphs (h)(1) through (h)(4) of this AD, 

and all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1322, dated November 5, 2012, 

except as provided by paragraph (j) of this 

AD. Do all applicable corrective actions 

before further flight. Thereafter, repeat the 

applicable inspections at the compliance 

times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1322, dated November 5, 

2012. Accomplishing the corrective actions 

for a cracked stringer splice, as specified in 

Boeing Alert Service Bulletin 737–53A1322, 

dated November 5, 2012, terminates the 

repetitive inspections required by this 

paragraph for that stringer splice only. 

(1) Internal detailed inspections of the 

stringer splices and butt straps. 

(2) Internal high-frequency eddy current 

(HFEC) surface inspections of the butt straps. 

(3) Internal low-frequency eddy current 

(LFEC) inspection of the butt straps. 

(4) HFEC open hole rotary probe 

inspections of butt straps or of one location 

of a butt strap, as applicable. 

(i) Post-Repair Inspections 

The post-repair inspection specified in 

Table 11 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1322, 

dated November 5, 2012, is not required by 

this AD. 

Note 1 to paragraph (i) of this AD: The 

post-repair inspections specified in Table 11 

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

Alert Service Bulletin 737–53A1322, dated 

November 5, 2012, may be used in support 

of compliance with section 121.1109(c)(2) or 

129.109(b)(2) of the Federal Aviation 

Regulations (14 CFR 121.1109(c)(2) or 14 CFR 

129.109(b)(2)). The corresponding actions 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1322, dated November 5, 2012, are 

not required by this AD. 

(j) Exceptions to the Service Information 

(1) Where Boeing Alert Service Bulletin 

737–53A1322, dated November 5, 2012, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1322, dated November 5, 2012, 

specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(3) Where General Information Note 12 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1322, dated 

November 5, 2012, specifies contacting 

Boeing, this AD does not require the actions 

specified in that note. 

(k) 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 (l) 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. 

(l) Related Information 

For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

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

email: wayne.lockett@faa.gov. 

(m) 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 Alert Service Bulletin 737– 

53A1322, dated November 5, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

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

Internet https://www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, 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 January 

7, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–02419 Filed 2–6–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0793; Directorate 

Identifier 2012–NM–138–AD; Amendment 

39–17727; AD 2014–01–04] 

RIN 2120–AA64 

Airworthiness Directives; Bae Systems 

(Operations) Limited Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all Bae 

Systems (Operations) Limited Model 

BAe 146 series airplanes and Model 

Avro 146–RJ series airplanes. This AD 

was prompted by reports of excess 

solder deposited during overhaul on the 

frangible plug of a fire extinguisher, 

which prevented the release of the 

extinguishant. This AD requires a onetime inspection of certain engine and 

auxiliary power unit (APU) fire 

extinguishers to determine if the fire 

extinguishers are affected by excessive 

solder and corrective actions if 

necessary. We are issuing this AD to 

prevent the failure of a fire extinguisher 

to discharge, which reduces the ability 

of the fire protection system to 

extinguish fires in the engine or APU 

fire zones, possibly resulting in damage 

to the airplane and injury to the 

passengers. 

DATES: This AD becomes effective 

March 14, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 14, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://www.

regulations.gov/#!docketDetail;D=FAA2013-0793 or in person at the 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. 

For Bae Systems (Operations) Limited 

service information identified in this 

AD, contact Bae Systems (Operations) 

Limited, Customer Information 

Department, Prestwick International 

Airport, Ayrshire, KA9 2RW, Scotland, 

United Kingdom; telephone +44 1292 

675207; fax +44 1292 675704; email 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/

Businesses/RegionalAircraft/index.htm. 

For Kidde Graviner service information 

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