Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations 69839 

We agree. We revised paragraph (c), 

Applicability, of this AD to read: ‘‘This 

AD applies to all General Electric 

Company (GE) GEnx–1B model turbofan 

engines with oil filler cap, part number 

(P/N) 2349M62G01, installed, that do 

not contain any of the following 

markings after the P/N on the oil filler 

cap scupper: ‘‘P/M BALL PP,’’ or ‘‘RW,’’ 

or ‘‘79–0022.’’ 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this AD 

with the change described previously. 

We determined that this change will not 

increase the economic burden on any 

operator or increase the scope of this 

AD. 

Related Service Information 

We reviewed GE GEnx–1B Service 

Bulletin (SB) No. 79–0022, Revision 1, 

dated May 13, 2015. The SB describes 

procedures for removing and replacing 

the ball valve in the oil filler cap. 

Costs of Compliance 

We estimate that this AD affects 86 

engines installed on airplanes of U.S. 

registry. We also estimate that it will 

take about 1 hour per engine to comply 

with this AD. The average labor rate is 

$85 per hour. Required parts cost about 

$11 per engine. Based on these figures, 

we estimate the cost of the AD to U.S. 

operators to be $8,256. 

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): 

2015–23–04 General Electric Company: 

Amendment 39–18320; Docket No. 

FAA–2015–1658; Directorate Identifier 

2015–NE–18–AD. 

(a) Effective Date 

This AD is effective December 17, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all General Electric 

Company (GE) GEnx–1B model turbofan 

engines with oil filler cap, part number (P/ 

N) 2349M62G01, installed, that do not 

contain any of the following markings after 

the P/N on the oil filler cap scupper: ‘‘P/M 

BALL PP,’’ or ‘‘RW,’’ or ‘‘79–0022.’’ 

(d) Unsafe Condition 

This AD was prompted by reports of 

GEnx–1B engine oil loss. We are issuing this 

AD to prevent loss of engine oil, which could 

lead to failure of one or more engines, loss 

of thrust control, and damage to the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) Within 360 cycles in service after the 

effective date of this AD, remove the ball 

valve, P/N 2349M68P01, from the affected oil 

filler cap and replace with a part eligible for 

installation. 

(2) Reserved. 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs to this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. You may email your 

request to: ANE-AD-AMOC@faa.gov. 

(g) Related Information 

(1) For more information about this AD, 

contact Christopher McGuire, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7120; fax: 781–238– 

7199; email: chris.mcguire@faa.gov. 

(2) GE GEnx–1B SB No. 79–0022, Revision 

1, dated May 13, 2015, which is not 

incorporated by reference in this AD, can be 

obtained from GE using the contact 

information in paragraph (g)(3) of this AD. 

(3) For service information identified in 

this AD, contact General Electric Company, 

GE Aviation, Room 285, 1 Neumann Way, 

Cincinnati, OH 45215; phone: 513–552–3272; 

email: geae.aoc@ge.com. 

(4) You may view this service information 

at the 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. 

Issued in Burlington, Massachusetts, on 

November 4, 2015. 

Carlos Pestana, 

Acting Directorate Manager, Engine & 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2015–28747 Filed 11–10–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0454; Directorate 

Identifier 2013–NM–138–AD; Amendment 

39–18298; AD 2015–21–06] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2002–07– 

08 for certain The Boeing Company 

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69840 Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations 

Model 737 airplanes. AD 2002–07–08 

required repetitive inspections for 

cracking of the lower skin at the lower 

row of fasteners in the lap joints of the 

fuselage; repair of any cracking found; 

modification of the fuselage lap joints at 

certain locations, which terminated the 

repetitive inspections of the modified 

areas; and replacement of a certain 

preventive modification with an 

improved modification. This new AD 

adds repetitive inspections for cracking 

at certain window corner fastener holes, 

a preventive modification, and repair if 

necessary. This AD was prompted by 

the FAA’s determination that certain 

modifications of the fuselage lap joints 

do not provide an adequate level of 

safety, and the subsequent discovery of 

cracks in additional fastener locations in 

the window belt skin panels, adjacent 

stringers, and window frames in 

locations outside the previous 

inspection area. We are issuing this AD 

to detect and correct fatigue cracking of 

the fuselage lap joints and window belt 

skin panels, which could result in 

reduced structural integrity and sudden 

decompression of the airplane. 

DATES: This AD is effective December 

17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of May 17, 2002 (67 FR 

17917, April 12, 2002). 

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– 

0454. 

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– 

0454; 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: 

Jennifer Tsakoumakis, Aerospace 

Engineer, Airframe Branch, ANM–120L, 

FAA, Los Angeles Aircraft Certification 

Office (ACO), 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5264; fax: 562–627– 

5210; email: Jennifer.Tsakoumakis@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002). AD 2002–07–08 applied 

to certain The Boeing Company Model 

737 airplanes. The NPRM published in 

the Federal Register on July 23, 2014 

(79 FR 42710). The NPRM was 

prompted by the FAA’s determination 

that certain modifications of the 

fuselage lap joints do not provide an 

adequate level of safety, and the 

subsequent discovery of cracks in 

additional fastener locations in the 

window belt skin panels, adjacent 

stringers and window frames in 

locations outside the previous 

inspection area. The NPRM proposed to 

continue to require repetitive 

inspections for cracking of the lower 

skin at the lower row of fasteners in the 

lap joints of the fuselage; repair of any 

cracking found; modification of the 

fuselage lap joints at certain locations, 

which would terminate the repetitive 

inspections of the modified areas; and 

replacement of a certain preventive 

modification with an improved 

modification. The NPRM also proposed 

to require repetitive inspections for 

cracking at certain window corner 

fastener holes, a preventive 

modification, and repair if necessary. 

We are issuing this AD to detect and 

correct fatigue cracking of the fuselage 

lap joints and window belt skin panels, 

which could result in reduced structural 

integrity and sudden decompression of 

the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 42710, 

July 23, 2014) and the FAA’s response 

to each comment. 

Request To Identify New Inspection 

Locations 

Boeing requested that we revise the 

preamble of the NPRM (79 FR 42710, 

July 23, 2014), by adding references to 

new inspection locations on the 

window belt skin panels. Boeing 

pointed out that the NPRM preamble 

defined structure that has been found to 

crack since release of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, 

April 12, 2002). Boeing also indicated 

that Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 

2013, provides inspections for skin 

cracking at nine additional fastener 

holes in the corners of certain passenger 

windows from what is mandated by AD 

2002–07–08. 

We agree that clarification is 

necessary. We have added the 

description of the new inspection 

locations in the SUMMARY of this final 

rule accordingly. The unspecified 

inspection areas were accounted for in 

paragraph (p) of the proposed AD (79 FR 

42710, July 23, 2014), which is retained 

in this AD. 

Request To Remove Post Repair/

Modification Requirements 

Boeing requested that we revise the 

NPRM (79 FR 42710, July 23, 2014) to 

remove the ‘‘post-repair/alteration and 

butt joint repetitive inspections’’ 

requirement as specified in paragraph 

(r) of the proposed AD. Boeing pointed 

out that one of the proposed actions, 

‘‘post-repair/alteration and butt joint 

repetitive inspections,’’ defined in 

paragraph (r) of the proposed AD, refers 

to damage-tolerance-based structural 

post-repair/post-alteration inspections. 

Boeing also stated that the inspections 

are provided in the service bulletin for 

operators’ use to comply with the 

operational requirements of 14 CFR part 

121.1109 and Part 129.109 and, 

therefore, the inspections do not need to 

be mandated separately in the NPRM. 

We agree with the request. As Boeing 

stated, the inspections that were 

specified in paragraph (r) of the 

proposed AD (79 FR 42710, July 23, 

2014) 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 

129.109(b)(2)). However, this AD does 

not require those post-modification 

inspections. We have therefore removed 

paragraph (r) of the proposed AD and 

redesignated subsequent paragraphs 

accordingly. We have also revised the 

SUMMARY of this final rule to remove 

reference to the inspections. 

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Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations 69841 

Request To Reference Related AD 

Boeing requested that we clarify the 

‘‘Difference Between the Proposed AD 

and the Service Information’’ section of 

the NPRM (79 FR 42710, July 23, 2014), 

by adding a reference to AD 2002–07– 

11, Amendment 39–12705 (67 FR 

17931, April 12, 2002), for Model 737 

airplanes, line numbers 1 through 291 

inclusive. Boeing pointed out that the 

‘‘Difference Between the Proposed AD 

and the Service Information’’ section of 

the NPRM (79 FR 42710, July 23, 2014) 

defined the applicability of the NPRM 

as Model 737 airplanes, line numbers 

292 through 2565 inclusive, and 

explained that Model 737 airplanes, line 

numbers 1 through 291 inclusive, have 

been addressed by AD 2003–23–03, 

Amendment 39–13367 (68 FR 64980, 

November 18, 2003). Boeing also 

indicated that AD 2002–07–11, 

Amendment 39–12705 (67 FR 17931, 

April 12, 2002), addresses Model 737 

airplanes line numbers 1 through 291 

inclusive, and mandates the actions 

defined in Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 

2001. 

Although the ‘‘Difference Between the 

Proposed AD and the Service 

Information’’ section of the NPRM (79 

FR 42710, July 23, 2014) is not restated 

in this final rule, we agree with the 

commenter’s clarification of the 

applicability. Paragraph (c) of this AD is 

retained as proposed in the NPRM, and 

no change has been made to this AD 

regarding this issue. 

Request for Additional Exception 

Boeing requested that we clarify 

paragraph (g) of the proposed AD (79 FR 

42710, July 23, 2014), to include an 

additional exception. Boeing pointed 

out that paragraph (g) of the proposed 

AD provided an exception for paragraph 

(h) of the proposed AD to address lap 

joint modification (repair) instructions 

for certain lap joint areas on 737–200 

and 737–200C airplanes. Boeing also 

indicated that paragraph (q)(2) of the 

proposed AD addresses an optional 

terminating action, window belt 

replacement for 737–300 and 737–500 

airplanes, for the lap joint modification. 

Boeing also stated that paragraph (q)(2) 

of the proposed AD should be included 

as an exception for the lap joint 

modification (repair) defined in 

paragraph (g) of the proposed AD. 

We agree with the request for an 

additional exception. We revised 

paragraph (g) of this AD to include a 

reference to paragraph (q)(2) of this AD 

as an exception. 

Request for New Exception 

Boeing requested that we clarify 

paragraph (m) of the proposed AD (79 

FR 42710, July 23, 2014), to include an 

exception. Boeing indicated that Boeing 

Service Bulletin 737–53A1177, Revision 

7, dated June 14, 2013, added an 

optional window belt skin panel 

replacement as terminating action for 

the S–10 and S–14 lap joint inspections 

and for the window corner inspections 

on Model 737–300 and 737–500 

airplanes. Boeing also stated that 

paragraph (q) of the proposed AD 

addressed the optional terminating 

action, and that follow-on inspections 

are also necessary for the optional 

window belt skin panel replacement, 

and paragraph (q) of the proposed AD 

should be added as an exception to 

paragraph (m) of the proposed AD. 

We disagree with the request to 

include an exception. Paragraph (q) of 

this AD is an optional action and 

terminates only paragraph (g) of this 

AD. If an operator chooses to use the 

modification option in paragraph (q) of 

this AD to do the repair required by 

paragraph (g) of this AD, the 

requirements of paragraph (m) of this 

AD have not been terminated, and those 

inspections must be accomplished. We 

have not changed this AD regarding this 

issue. 

Request for Additional Instruction 

Boeing requested that we clarify 

paragraph (m) of the proposed AD (79 

FR 42710, July 23, 2014), to include 

instruction for any crack found by the 

inspections. Boeing stated that 

paragraph (m) of the proposed AD 

contains follow-on inspections of the 

lap joint modification, which are 

contained in the Compliance and 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 

7, dated June 14, 2013. Boeing also 

stated that if any crack is found during 

the follow-on inspections, the 

Compliance section of Boeing Service 

Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, instructs operators 

to contact Boeing for repair instructions; 

therefore, reference to paragraph (s)(2) 

of the proposed AD should be added to 

paragraph (m) of the proposed AD. 

We agree with the request to include 

instruction for any crack found by the 

inspections. The instructions for repair 

were inadvertently omitted in paragraph 

(m) of AD 2002–07–08, Amendment 39– 

12702 (67 FR 17917, April 12, 2002). 

The associated service information 

recommended that this repair be done 

by contacting Boeing for instructions. 

However paragraph (s)(2) of the 

proposed AD (79 FR 42710, July 23, 

2014) specifically directed operators to 

contact the FAA for instructions when 

the service information specified to 

contact Boeing. We revised paragraph 

(m) of this AD to refer to paragraph (t) 

of this AD, which provides directions to 

request approval of an alternative 

method of compliance (AMOC). 

Request To Remove Reference to 

Paragraphs (m) and (n) of the Proposed 

AD (79 FR 42710, July 23, 2014) 

Boeing requested that we clarify 

paragraph (o) of the proposed AD (79 FR 

42710, July 23, 2014), by removing 

references to paragraphs (m) and (n) of 

the proposed AD. Boeing indicated that 

paragraph (o) of the proposed AD 

addresses repair of crack damage and 

references PART II of the 

Accomplishment Instructions of Boeing 

Service Bulletin SB 737–53A1177, 

Revision 7, dated June 14, 2013. Boeing 

also stated that PART II of Boeing 

Service Bulletin SB 737–53A1177, 

Revision 7, dated June 14, 2013, 

provides instructions for repair of cracks 

found in the lower skin of the lower row 

of the production lap joint, which could 

be found by the inspections defined in 

paragraphs (i), (j), and (k) of the 

proposed AD. Boeing pointed out that 

cracks found by the inspections in 

paragraphs (m) and (n) of the proposed 

AD are addressed individually by the 

same paragraphs respectively (with 

changes to paragraph (m) of the 

proposed AD, as discussed in the 

previous comment); therefore, repair of 

any crack found during the inspections 

in paragraphs (m) and (n) of the 

proposed AD should not be included in 

paragraph (o) of the proposed AD. 

We agree with the request to revise 

paragraph (o) of this AD (79 FR 42710, 

July 23, 2014) to remove references to 

paragraphs (m) and (n) of the AD, for the 

reasons provided by the commenter. We 

revised paragraph (o) of this AD 

accordingly. 

Request To Revise Paragraph (q)(1) of 

the Proposed AD (79 FR 42710, July 23, 

2014) 

Boeing requested that we clarify 

paragraph (q)(1) of the proposed AD (79 

FR 42710, July 23, 2014), by revising the 

wording for consistency with paragraph 

(q)(2) of the proposed AD, adding 

references to inspections in paragraph 

(n) of the proposed AD that are 

terminated by the actions in paragraph 

(q)(2) of the proposed AD, and adding 

wording to limit the number of window 

inspections that can be terminated by 

the replacement panel. Boeing pointed 

out that paragraphs (q)(1) and (q)(2) of 

the proposed AD address the same 

action, replacement of window belt skin 

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69842 Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations 

panels. Boeing also pointed out that the 

inspections in paragraph (n) of the 

proposed AD, Retained Repetitive HFEC 

Inspections of the Window Corners, can 

also be terminated by replacement of the 

window belt panel and therefore, 

wording should be added to paragraph 

(q)(1) of the proposed AD to ensure 

inspections would only be terminated at 

window corners common to the 

replaced panel. 

We partially agree. We agree to 

reword paragraph (q)(1) of this AD 

because consistent language makes the 

AD easier to read, and replacement of a 

panel will terminate the inspections 

only for the panel that is replaced. We 

disagree to add references to inspections 

in paragraph (n) of this AD, as Boeing 

proposed. Paragraph (q)(1) of this AD 

terminates the actions required by 

paragraph (p) of this AD, and doing the 

actions required by paragraph (p) of this 

AD terminates the inspections required 

by paragraph (n) of this AD. 

Request To Revise Paragraph (q)(2) of 

the Proposed AD (79 FR 42710, July 23, 

2014) 

Boeing requested that we clarify 

paragraph (q)(2) of the proposed AD (79 

FR 42710, July 23, 2014), by revising the 

wording to show that the optional 

window belt skin panel replacement 

terminates the lap joint lower row 

inspections of AD 2013–09–01, 

Amendment 39–17442 (78 FR 27001, 

May 9, 2013), rather than terminating 

the lap joint modification. Boeing 

pointed out that paragraph (q)(2) of the 

proposed AD addresses an optional 

window belt skin panel replacement. 

Boeing also indicated that the skin 

panel replacement was included in 

Boeing Service Bulletin SB 737– 

53A1177, Revision 7, dated June 14, 

2013, to provide an option for operators 

to terminate the lap joint lower row 

inspections, and was mandated by 

paragraphs (g) and (i) of AD 2013–09– 

01, in lieu of the lap joint modification 

which is addressed by paragraph (g) of 

the proposed AD. 

We agree with the request for the 

reasons provided by the commenter. 

There is a direct AMOC connection 

between the window belt skin panel 

replacement and the inspections 

required by paragraphs (g) and (i) of this 

AD. However, we have added new 

paragraph (q)(3) of this AD to explain 

that the skin panel replacement 

terminates the specified inspections 

required by paragraphs (g) and (i) of AD 

2013–09–01, Amendment 39–17442 (78 

FR 27001, May 9, 2013), for the replaced 

skin panel only. 

Request To Change FAA Contact 

Information 

Boeing requested that we clarify 

paragraphs (t)(1) and (t)(2) of the 

proposed AD (79 FR 42710, July 23, 

2014), by revising the wording to 

reference the Manager of the Los 

Angeles ACO instead of the Manager of 

the Seattle ACO. Boeing indicated that 

responsibility for the 737 Classic models 

(which include the airplanes affected by 

this AD) has been transferred from the 

Seattle ACO to the Los Angeles ACO 

and that authority for approval of 

AMOCs for the proposed AD should be 

changed from the Manager, Seattle ACO, 

to the Manager, Los Angeles ACO. 

We infer that Boeing requested that 

we clarify paragraphs (t)(1) and (t)(3) of 

the proposed AD (79 FR 42710, July 23, 

2014). 

We agree with the request, and have 

revised paragraphs (t)(1) and (t)(3) of 

this AD as requested, and included the 

following in paragraph (t)(1) of this AD: 

9-ANM-LAACO-AMOCRequests@faa.gov. We also revised 

paragraph (u) of this AD to include the 

appropriate contact information. 

Additional Changes to This Final Rule 

We have included a new paragraph (s) 

in this AD to provide credit for 

accomplishing lap joint repair before the 

effective date of this AD using Boeing 

Service Bulletin 737–53A1177, Revision 

4, dated September 2, 1999; Boeing 

Service Bulletin 737–53A1177, Revision 

5, dated February 15, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 

6, dated May 31, 2001. The subsequent 

paragraphs have been redesignated 

accordingly. 

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 (79 FR 

42710, July 23, 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 42710, 

July 23, 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 

Boeing has issued Service Bulletin 

737–53A1177, Revision 7, dated June 

14, 2013. The service information 

procedures for repetitive inspections for 

cracking of the lower skin at the lower 

row of fasteners in the lap joints of the 

fuselage; repair of any cracking found; 

modification of the fuselage lap joints at 

certain locations to terminate the 

repetitive inspections of the modified 

areas; replacement of a certain 

preventive modification with an 

improved modification; repetitive 

inspections for cracking at certain 

window corner fastener holes; a 

preventive modification; and repair. 

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 247 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Retained lap joint modification.4,650 work-hours × $85 

per hour = $395,250.

Up to $204,000 ................. $599,250 ........................... $95,280,750 (estimated 

159 airplanes). 

Retained lap joint inspection.90 work-hours × $85 per 

hour = $7,650 per inspection cycle.

$0 ...................................... $7,650 per inspection 

cycle.

$1,889,550 per inspection 

cycle. 

Retained post-NACA inspection.110 work-hours × $85 per 

hour = $9,350 per inspection cycle.

$0 ...................................... $9,350 per inspection 

cycle.

$308,550 per inspection 

cycle (estimated 33 airplanes). 

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Federal Register / Vol. 80, No. 218 / Thursday, November 12, 2015 / Rules and Regulations 69843 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Retained window corner inspection.36 work-hours × $85 per 

hour = $3,060 per inspection cycle.

$0 ...................................... $3,060 per inspection 

cycle.

$755,820 per inspection 

cycle. 

New window corner inspection.108 work-hours × $85 per 

hour = $9,180 per inspection cycle.

$0 ...................................... $9,180 per inspection 

cycle.

$2,267,460 per inspection 

cycle. 

ESTIMATED COSTS: OPTIONAL ACTIONS

Action Labor cost Parts cost Cost per 

product 

New preventive modification ........................................ 134 work-hours × $85 per hour = $11,390 .................. $0 $11,390 

We estimate the following costs to do 

any necessary corrective actions 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 corrective actions: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Window corner repair, per corner ................................ 9 work-hours × $85 per hour = $765 ........................... (1) $765 

1Parts fabricated by operator; cost unknown. 

The cost estimate figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the actions required by this AD, and that 

no operator will accomplish those 

actions in the future if this AD is not 

adopted. However, we have been 

advised that the lap joint modification 

has already been installed on some 

affected airplanes. Therefore, based on 

the current number of U.S.-registered 

airplanes below the threshold of 50,000 

total flight cycles, the future economic 

cost impact of this AD on U.S. operators 

is expected to be less than the cost 

impact figure indicated above. 

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 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 

removing Airworthiness Directive (AD) 

2002–07–08, Amendment 39–12702 (67 

FR 17917, April 12, 2002), and adding 

the following new AD: 

2015–21–06 The Boeing Company: 

Amendment 39–18298; Docket No. 

FAA–2014–0454; Directorate Identifier 

2013–NM–138–AD. 

(a) Effective Date 

This AD is effective December 17, 2015. 

(b) Affected ADs 

This AD replaces AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002). Certain provisions of this AD affect 

certain requirements of AD 2013–09–01, 

Amendment 39–17442 (78 FR 27001, May 9, 

2013). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–200, –200C, –300, –400, and –500 

series airplanes, certificated in any category, 

line numbers 292 through 2565 inclusive. 

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(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) indicating 

that certain fuselage lap joints are subject to 

widespread fatigue damage (WFD). We are 

issuing this AD to detect and correct fatigue 

cracking of the fuselage lap joints, which 

could result in reduced structural integrity 

and sudden decompression of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Lap Joint Modification 

(Repair)—Crown Areas 

This paragraph restates the actions 

required by paragraph (g) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

Except as provided by paragraphs (h) and 

(q)(2) of this AD: Install the lap joint repair 

as specified in Part 1.E.1. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 4, dated September 2, 1999; Boeing 

Service Bulletin 737–53A1177, Revision 5, 

dated February 15, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 6, dated 

May 31, 2001; per PART III or IV (‘‘Lap Joint 

Repair’’), as applicable; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013; per PART III, IV, VI, or VII 

(‘‘Lap Joint Modification (Repair)’’), as 

applicable, of the Accomplishment 

Instructions of the applicable service 

bulletin; at the time specified in paragraph 

(g)(1), (g)(2), (g)(3), (g)(4), or (g)(5) of this AD, 

as applicable. Accomplishment of this repair 

terminates the repetitive inspections required 

by paragraph (j) of this AD. As of the effective 

date of this AD, only Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013, may be used to do the actions required 

by this paragraph. A lap splice modification 

(repair) done in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, terminates the 

inspections required by paragraphs (g) and (i) 

of AD 2013–09–01, Amendment 39–17442 

(78 FR 27001, May 9, 2013), for the modified 

(repaired) area only. 

(1) For airplanes that have accumulated 

70,000 total flight cycles or more as of May 

17, 2002 (the effective date of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002)): Within 600 flight cycles 

after May 17, 2002, do the lap joint repair. 

(2) For airplanes that have accumulated 

65,000 total flight cycles or more, but fewer 

than 70,000 total flight cycles as of May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)): Do the repair at the later of the 

times specified in paragraphs (g)(2)(i) and 

(g)(2)(ii) of this AD. 

(i) Before the accumulation of 70,000 total 

flight cycles. 

(ii) Within 600 flight cycles after May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)). 

(3) For airplanes that have accumulated 

45,000 total flight cycles or more, but fewer 

than 65,000 total flight cycles as of May 17, 

2002 (the effective date of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002)): Within 5,000 flight cycles after 

May 17, 2002. 

(4) For airplanes that have accumulated 

less than 45,000 total flight cycles as of May 

17, 2002 (the effective date of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002)): Before the accumulation of 

50,000 total flight cycles. 

(5) Notwithstanding the times specified in 

paragraphs (g)(1), (g)(2), (g)(3), and (g)(4) of 

this AD, for airplanes on which the 

‘‘Preventive Change’’ (NACA modification) 

has been accomplished per PART III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 1, 

dated September 19, 1996; Revision 2, dated 

July 24, 1997; or Revision 3, dated September 

18, 1997: Within 18,000 flight cycles after 

accomplishment of the NACA modification. 

(h) Retained Lap Joint Modification for 

Certain Airplanes 

This paragraph restates the requirements of 

paragraph (h) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information 

and revised airplane groups. 

(1) For airplanes identified as Groups 3 and 

5 in Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001: Install the 

lap joint repair at stringers 4R and 10R, as 

specified in Part 1.E.1. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, at the time 

specified in paragraph (g)(1), (g)(2), (g)(3), 

(g)(4), or (g)(5) of this AD, as applicable, 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. 

(2) For airplanes identified in Groups 6, 7, 

and 8 in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013: 

Install the lap joint repair at stringers 4R and 

10R, in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, at 

the time specified in paragraph (g)(1), (g)(2), 

(g)(3), (g)(4), or (g)(5) of this AD, as 

applicable, unless previously accomplished 

as specified in paragraph (h)(1) of this AD. 

(i) Retained Repetitive Low Frequency Eddy 

Current (LFEC) Inspections—Outside Crown 

Areas 

This paragraph restates the actions 

required by paragraph (i) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

Before the accumulation of 70,000 total flight 

cycles, or within 2,500 flight cycles after May 

17, 2002 (the effective date of AD 2002–07– 

08), whichever comes later: Do an LFEC 

inspection to find cracking of the lap joints 

of the fuselage, as specified in Part 1.E.2. 

(‘‘Compliance’’) of Boeing Service Bulletin 

737–53A1177, Revision 6, dated May 31, 

2001; or Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013; 

and as identified in Figures 2 through 6 of 

the Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or as identified in 

Figures 50 through 64 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013. Do the inspection per 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013. As of the effective date 

of this AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. Repeat the inspection after 

that at intervals not to exceed 5,000 flight 

cycles. 

(j) Retained Post-NACA Modification 

Inspections—Crown Areas 

This paragraph restates the actions 

required by paragraph (j) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘Preventive 

Change’’ (NACA modification) of the crown 

lap joint stringers (‘‘Crown Laps’’) done per 

PART III of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 737– 

53A1177, Revision 1, dated September 19, 

1996; Boeing Service Bulletin 737–53A1177, 

Revision 2, dated July 24, 1997; or Boeing 

Service Bulletin 737–53A1177, Revision 3, 

dated September 18, 1997: Within 12,000 

flight cycles after accomplishment of the 

NACA modification, or within 750 flight 

cycles after May 17, 2002 (the effective date 

of AD 2002–07–08), whichever is later, do 

either an external or internal LFEC 

inspection to find cracking and corrosion as 

specified in Part 1.E.4.a. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013; per PART I 

(‘‘Inspection’’) of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. The external 

and internal LFEC inspections are specified 

in Figures 8 and 9, respectively, of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; and Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. 

(1) If the external inspection is done: 

Repeat the inspection after that at intervals 

not to exceed 1,500 flight cycles until 

accomplishment of the lap joint repair 

required by paragraph (g) of this AD. 

(2) If the internal inspection is done: 

Repeat the inspection after that at intervals 

not to exceed 4,500 flight cycles until 

accomplishment of the lap joint repair 

required by paragraph (g) of this AD. 

(k) Retained Post-NACA Modification 

Inspections—Outside Crown Areas 

This paragraph restates the actions 

required by paragraph (k) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘Preventive 

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Change’’ (NACA modification) outside the 

crown areas done per PART III of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 1, 

dated September 19, 1996; Boeing Service 

Bulletin 737–53A1177, Revision 2, dated July 

24, 1997; or Boeing Service Bulletin 737– 

53A1177, Revision 3, dated September 18, 

1997: Before the accumulation of 20,000 

flight cycles after accomplishment of the 

NACA modification, or within 750 flight 

cycles after May 17, 2002 (the effective date 

of AD 2002–07–08), whichever is later, do 

either an external or internal LFEC 

inspection to find cracking and corrosion as 

specified in Part 1.E.4.b. (‘‘Compliance’’) of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013; per PART I 

(‘‘Inspection’’) of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. The external 

and internal LFEC inspections are specified 

in Figures 8 and 9, respectively, of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; and Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. 

(1) If the external inspection is done: 

Repeat the external inspection after that at 

intervals not to exceed 1,500 flight cycles. 

(2) If the internal inspection is done: 

Repeat the internal inspection after that at 

intervals not to exceed 4,500 flight cycles. 

(l) Retained Modification of Tear Strap 

Splice Straps 

This paragraph restates the actions 

required by paragraph (l) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes that have the ‘‘lap joint repair,’’ 

as specified in Part IV of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1177, Revision 2, 

dated July 24, 1997; or Revision 3, dated 

September 18, 1997: Within 45,000 flight 

cycles after accomplishment of this lap joint 

repair, modify the splice straps per Figures 

10, 11, and 12 of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. As of the 

effective date of this AD, only Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013, may be used to do the actions 

required by this paragraph. 

(m) Retained Follow-On LFEC Inspections 

This paragraph restates the actions 

required by paragraph (m) of AD 2002–07– 

08, Amendment 39–12702 (67 FR 17917, 

April 12, 2002), with revised service 

information. Within 45,000 flight cycles after 

accomplishment of the lap joint repair 

required by paragraph (g) or (h) of this AD, 

as applicable: Do either an external or 

internal LFEC inspection as specified in Part 

1.E.7. (‘‘Compliance’’) of Boeing Service 

Bulletin 737–53A1177, Revision 6, dated 

May 31, 2001; or Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013; to find cracking of the lap joint repair, 

per PART I (‘‘Inspection’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. Repair any crack found before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (t) of this AD. The internal LFEC 

inspection is specified in Figure 9 of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; and Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. As of the effective date of this 

AD, only Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

may be used to do the actions required by 

this paragraph. Repeat the inspection after 

that at intervals not to exceed 2,800 flight 

cycles. 

(n) Retained Repetitive High Frequency 

Eddy Current (HFEC) Inspections—Window 

Corners 

This paragraph restates the actions 

required by paragraph (n) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

For airplanes having line numbers 520 

through 2565 inclusive: Before the 

accumulation of 50,000 total flight cycles, or 

within 2,250 flight cycles after May 17, 2002 

(the effective date of AD 2002–07–08), 

whichever comes later, do an HFEC 

inspection to find cracking as specified in 

Part 1.E.10 (‘‘Compliance’’) of Boeing Service 

Bulletin 737–53A1177, Revision 6, dated 

May 31, 2001, or Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013; per PART V (‘‘Window Corner Fastener 

Hole Cracking, Inspection and Repair’’) of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 6, 

dated May 31, 2001; or Boeing Service 

Bulletin 737–53A1177, Revision 7, dated 

June 14, 2013. Repeat the inspection after 

that at intervals not to exceed 4,500 flight 

cycles, until the initial actions required by 

paragraph (p) of this AD have been done. 

Accomplishment of the modification (which 

includes removing and discarding fasteners, 

oversizing fastener holes, and installing 

rivets or Hi-Lok fasteners, as applicable), per 

PART V of the Accomplishment Instructions 

of Boeing Service Bulletin 737–53A1177, 

Revision 5, dated February 15, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001; or Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013; constitutes terminating 

action for the inspections required by this 

paragraph. 

(o) Retained Crack Repair 

This paragraph restates the actions 

required by paragraph (d) of AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), with revised service information. 

If any crack is found during any inspection 

required by paragraph (i), (j), or (k) of this 

AD: Before further flight, repair per PART II 

(‘‘Crack Repair’’) of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; or 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013; except as 

required by paragraph (r)(2) of this AD. As of 

the effective date of this AD, only Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, may be used to do the 

actions required by this paragraph. 

(p) New Inspections, Repair, and Preventive 

Modification 

For airplanes identified as Groups 2 

through 28 in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013: At 

the applicable times specified in tables 8, 9, 

10, and 11 of paragraph 1.E.10, 

‘‘Compliance,’’ of Boeing Service Bulletin 

737–53A1177, Revision 7, dated June 14, 

2013, except as required by paragraph (r)(1) 

of this AD, do a surface HFEC inspection for 

cracking at the applicable window corner 

fastener holes, and do a preventive 

modification, as applicable, in accordance 

with Part V of the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

except as required by paragraph (r)(2) of this 

AD. Repair any crack found before further 

flight, in accordance with Part V of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53A1177, Revision 7, 

dated June 14, 2013, except as required by 

paragraph (r)(2) of this AD. Repeat the 

applicable inspection thereafter at the 

applicable times specified in tables 8, 9, 10, 

and 11 of paragraph 1.E.10, ‘‘Compliance,’’ of 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013. 

Accomplishment of the initial inspection 

specified in this paragraph terminates the 

repetitive inspection requirements of 

paragraph (n) of this AD. Accomplishment of 

the preventive modification specified in this 

paragraph terminates the repetitive 

inspection requirements of this paragraph for 

the applicable corner fastener locations 

specified in Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013. 

(q) Optional Terminating Action 

(1) Replacement of the skin panel as 

specified in Part VIII or Part IX, as applicable, 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013, terminates 

the repetitive inspections at the window 

corners specified in paragraph (p) of this AD 

for the windows common to the replaced 

panel only. 

(2) Replacement of the skin panel as 

specified in Part VIII or Part IX, as applicable, 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013, terminates 

the lap joint modification required by 

paragraph (g) of this AD for the S–10 and S– 

14 lap joints common to the replaced panel 

only. 

(3) Replacement of the skin panels as 

specified in Part VIII or Part IX, as applicable, 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013, terminates 

the inspections required by paragraphs (g) 

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and (i) of AD 2013–09–01, Amendment 39– 

17442 (78 FR 27001, May 9, 2013), for the 

replaced skin panel only. 

(r) Exceptions to Service Information 

Specifications 

(1) Where Boeing Service Bulletin 737– 

53A1177, Revision 7, dated June 14, 2013, 

specifies a compliance time ‘‘after the 

Revision 7 date of this service bulletin,’’ this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Where Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; 

and Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013; specify to 

contact Boeing for certain procedures: Do the 

specified actions before further flight using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. 

(3) Where Boeing Service Bulletin 737– 

53A1177, Revision 6, dated May 31, 2001; 

and Boeing Service Bulletin 737–53A1177, 

Revision 7, dated June 14, 2013; include the 

phrase ‘‘or is Boeing or FAA approved,’’ this 

AD requires the ‘‘Boeing Approval’’ to be 

requested in accordance with the procedures 

specified in paragraph (t) of this AD. 

(s) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraphs 

(s)(1)(i), (s)(1)(ii), and (s)(1)(iii) of this AD, 

which were incorporated by reference in AD 

2002–07–08, Amendment 39–12702 (67 FR 

17917, April 12, 2002). 

(i) Boeing Service Bulletin 737–53A1177, 

Revision 4, dated September 2, 1999. 

(ii) Boeing Service Bulletin 737–53A1177, 

Revision 5, dated February 15, 2001, which 

continues to be incorporated by reference in 

this AD. 

(iii) Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, which 

continues to be incorporated by reference in 

this AD. 

(2) This paragraph provides credit for the 

actions required by paragraphs (i) through (o) 

of this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, which was 

incorporated by reference in AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002) and continues to be incorporated 

by reference in this AD. 

(t) 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 (u)(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. 

(4) AMOCs approved for AD 2002–07–08, 

Amendment 39–12702 (67 FR 17917, April 

12, 2002), are approved as AMOCs for the 

corresponding provisions of this AD. 

(u) Related Information 

(1) For more information about this AD, 

contact Jennifer Tsakoumakis, Aerospace 

Engineer, Airframe Branch, ANM–120L, 

FAA, Los Angeles Aircraft Certification 

Office (ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5264; fax: 562–627–5210; email: 

Jennifer.Tsakoumakis@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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

(v) 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 737–53A1177, 

Revision 7, dated June 14, 2013. 

(ii) Reserved. 

(3) The following service information was 

approved for IBR on May 17, 2002 (67 FR 

17917, April 12, 2002). 

(i) Boeing Service Bulletin 737–53A1177, 

Revision 5, dated February 15, 2001. 

(ii) Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001. 

(4) For Boeing 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. 

(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 October 

11, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–26616 Filed 11–10–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2461; Directorate 

Identifier 2013–NM–202–AD; Amendment 

39–18310; AD 2015–22–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2009–18– 

15, for all Airbus Model A300, A310, 

and A300 B4–600, B4–600R, and F4– 

600R series airplanes, and Model A300 

C4–605R Variant F airplanes 

(collectively called Model A300–600 

series airplanes). AD 2009–18–15 

required revising the Airworthiness 

Limitations section (ALS) of the 

Instructions for Continued 

Airworthiness (ICA) to require 

additional life limits and/or 

replacements for certain main landing 

gear and nose landing gear components. 

This new AD requires revising the 

maintenance or inspection program to 

incorporate new maintenance 

requirements and airworthiness 

limitations. This AD was prompted by 

a determination that existing 

maintenance requirements and 

airworthiness limitations are inadequate 

to ensure the structural integrity of the 

airplane. We are issuing this AD to 

prevent failure of certain system 

components, which could result in 

reduced structural integrity of the 

airplane. 

DATES: This AD becomes effective 

December 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of October 27, 2009 (74 FR 

48143, September 22, 2009). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

mstockstill on DSK4VPTVN1PROD with RULES