Federal Register / Vol. 78, No. 189 / Monday, September 30, 2013 / Rules and Regulations 59801 

(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): 

2013–19–03 The Boeing Company: 

Amendment 39–17585; Docket No. 

FAA–2012–0985; Directorate Identifier 

2011–NM–250–AD. 

(a) Effective Date 

This AD is effective November 4, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER series airplanes, 

certificated in any category, line numbers 

(L/Ns) 1060 through 3289 inclusive, and 

3294, but excluding L/Ns 3138, 3158, 3169, 

3175, 3216, 3224, 3253, and 3274. 

(2) Installation of Supplemental Type 

Certificate (STC) ST00830SE(http:// 

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/408E012E008616A786257

8880060456C?OpenDocument&Highlight

=st00830se) does not affect the ability to 

accomplish the actions required by this AD. 

Therefore, for airplanes on which STC 

ST00830SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 29, Hydraulic Power. 

(e) Unsafe Condition 

This AD was prompted by a report of 

chafing damage to a wire bundle that was 

arcing to hydraulic tubing and caused by 

insufficient separation between the wire 

bundle and the hydraulic tubing in the main 

landing gear (MLG) wheel well. We are 

issuing this AD to detect and correct possible 

damage caused by insufficient separation 

between the wire bundles and hydraulic 

tubing to prevent electrical arcing in a 

flammable fluid leakage zone, which could 

lead to a wheel well fire. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Installation 

Within 24 months after the effective date 

of this AD: Do a general visual inspection of 

hydraulic tubing having part numbers (P/Ns) 

272A4451–136 and 272A4451–137, and wire 

bundles W6128, W7122, W8122, and W8222 

for wire chafing or damage, install new 

clamps in the right MLG wheel well, and do 

all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–29–1113, Revision 1, 

dated March 29, 2013. All corrective actions 

must be done before further flight. 

(h) Credit for Previous Actions 

This paragraph provides credit for the 

corresponding actions specified in paragraph 

(g) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Special Attention Service 

Bulletin 737–29–1113, dated March 23, 2011, 

which is not incorporated by reference in this 

AD. 

(i) 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 (j)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(j) Related Information 

(1) For more information about this AD, 

contact Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: (425) 917–6418; fax: (425) 917– 

6590; email: marie.hogestad@faa.gov. 

(2) Service information identified in but 

not incorporated by reference in this AD may 

be obtained at the addresses specified in 

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

(k) 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 Special Attention Service 

Bulletin 737–29–1113, Revision 1, dated 

March 29, 2013. 

(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, Washington 98124–2207; telephone 

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

5680; Internet https:// 

www.myboeingfleet.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

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

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

September 10, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–23464 Filed 9–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0723; Directorate 

Identifier 2011–NM–137–AD; Amendment 

39–17586; AD 2013–19–04] 

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 737–600, 

–700, –700C, –800, and –900 series 

airplanes. This AD was prompted by a 

mstockstill on DSK4VPTVN1PROD with RULES

59802 Federal Register / Vol. 78, No. 189 / Monday, September 30, 2013 / Rules and Regulations 

report of cracks found in the skin at 

body station (STA) 540 just below 

stringer S–22L on a Model 737–700 

series airplane. This AD requires 

repetitive detailed and high frequency 

eddy current inspections for cracking of 

the skin around the eight fasteners 

common to the ends of the STA 540 

bulkhead chords between stringers S–22 

and S–23, left and right sides; and 

corrective actions and preventive 

modification if necessary. We are 

issuing this AD to detect and correct 

fatigue cracking in the skin, which can 

result in rapid decompression of the 

cabin. 

DATES: This AD is effective November 4, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 4, 2013. 

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 

review copies of the 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; 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 

Document 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: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6450; fax: 

425–917–6590; email: 

alan.pohl@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on July 25, 2012 (77 FR 43547). 

The NPRM proposed to require 

repetitive detailed and high frequency 

eddy current (HFEC) inspections for 

cracking of the skin around the eight 

fasteners common to the ends of the 

STA 540 bulkhead chords between 

stringers S–22 and S–23, left and right 

sides; and corrective actions and 

preventive modification if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 43547, 

July 25, 2012) and the FAA’s response 

to each comment. 

Concurrence 

The Boeing Company concurred with 

the content of the NPRM (77 FR 43547, 

July 25, 2012). 

Support of Compliance Time 

AirTran/Southwest Airlines stated 

that the inspection threshold and 

intervals will fit within its planned 

scheduled maintenance checks. The 

commenter also stated that the number 

of man-hours and elapsed time to 

accomplish the NPRM (77 FR 43547, 

July 25, 2012) will not impact the 

overall span-time of its planned 

scheduled maintenance check. 

Request To Change the Compliance 

Time 

American Airlines requested that all 

airplanes have the same compliance 

time of 26,500 total flight cycles with a 

grace period of 6,500 flight cycles. The 

commenter explained that since the 

NPRM (77 FR 43547, July 25, 2012) is 

for the same type of airplanes with the 

same condition, they should have the 

same compliance time regardless of the 

amount of flight cycles at the time of the 

AD release date. The commenter noted 

that the NPRM specifies a compliance 

time of 18,000 total flight cycles with a 

grace period of 4,000 flight cycles for 

airplanes with less than 27,500 total 

flight cycles. The commenter also stated 

that the 4,000 flight cycle grace period 

does not allow enough time for 

operators to have two good 

opportunities to accomplish the 

inspections during normal maintenance 

visits. 

We disagree with changing the 

compliance times. In developing 

appropriate compliance times for this 

action, we considered the urgency 

associated with the subject unsafe 

condition and the practical aspect of 

accomplishing the required actions 

within a period of time that corresponds 

to the normal scheduled maintenance 

for most affected operators. The shorter 

compliance time for airplanes with 

higher number of total flight cycles 

addresses the increased likelihood of 

cracking or larger cracks being present. 

Under the provisions of paragraph (l) of 

this final rule, we will consider requests 

for approval of an adjustment of the 

compliance time if sufficient data are 

submitted to substantiate that the new 

compliance time would provide an 

acceptable level of safety. No change has 

been made to this final rule in this 

regard. 

Request for Increased Repetitive 

Inspection Intervals 

American Airlines requested that the 

repetitive inspection interval of 4,000 

flight cycles specified in the NPRM (77 

FR 43547, July 25, 2012) be changed to 

at least 8,000 flight cycles to coordinate 

with heavy maintenance visits to 

provide the least amount of impact 

during the maintenance visit. The 

commenter stated that it does not 

believe that we have provided sufficient 

evidence to warrant such a tight 

repetitive inspection interval if no 

cracks are found after the initial 

inspection. The commenter also noted 

that since this crack has only been 

found on one airplane, it is not certain 

how susceptible the rest of the fleet is 

to develop skin cracks at body station 

(BS)540. 

We disagree with increasing the 

repetitive inspection interval. In 

developing an appropriate repetitive 

inspection interval for this action, we 

considered the urgency associated with 

the subject unsafe condition and the 

practical aspect of accomplishing the 

required actions within a period of time 

that corresponds to the normal 

scheduled maintenance for most 

affected operators. The interval was 

determined using the same methodology 

as for other cracks of primary structure 

addressed in other airworthiness 

directives. No data has been offered that 

would substantiate a change to this final 

rule. Under the provisions of paragraph 

(l) of this final rule, we will consider 

requests for approval of an adjustment 

of the repetitive inspection interval if 

sufficient data are submitted to 

substantiate that the new interval would 

provide an acceptable level of safety. No 

change has been made to this final rule 

in this regard. 

Request To Change Cost Estimate 

American Airlines requested that we 

change the Cost of Compliance table to 

account for the removal and installation 

of the ram air transition duct and the 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 78, No. 189 / Monday, September 30, 2013 / Rules and Regulations 59803 

recirculation air filter housing. 

American Airlines stated the ram air 

transition duct must be removed to 

accomplish the inspection of the skin 

around the 8 fasteners and will add an 

additional 2 work-hours (open and 

close) for each airplane. American 

Airlines requested that the labor cost for 

the inspection be changed to 5 workhours rather than the estimated 3 workhours specified in the NPRM (77 FR 

43547, July 25, 2012) to include the 

removal and installation of the ram air 

transition duct. American Airlines also 

stated that the recirculation air filter 

housing must be removed to accomplish 

the preventative modification and will 

add an additional 6 work-hours (open 

and close) for each airplane. American 

Airlines also noted that the current 

price for the modification kit is $993, 

rather than $894 as referenced in the 

NPRM (77 FR 43547, July 25, 2012). 

We partially agree with the request to 

change the Cost of Compliance table. 

We disagree with the figures used by the 

commenter. The work-hours, however, 

have been revised in Boeing Special 

Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013. 

The Cost of Compliance table has been 

revised accordingly. 

Request To Allow the Use of Grip 

Length Adjustment Washers 

AirTran/Southwest Airlines requested 

that we add Note 6 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1294, dated March 31, 2011, to allow 

the use of grip length adjustment 

washers to accomplish the NPRM (77 

FR 43547, July 25, 2012). 

We disagree. Note 5 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1294, Revision 1, dated June 14, 

2013 (previously Note 6 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1294, dated March 31, 2011), states, 

‘‘If the length of any fastener specified 

in this service bulletin does not meet 

the installation standards in SRM 

[structural repair manual] Chapter 51, 

then a fastener of the same specification, 

or an approved substitute, with a length 

which meets the installation standards 

in SRM Chapter 51 may be used.’’ Since 

the installation standards of Section 51 

of the SRM include the use of grip 

length adjustment washers, no 

additional authorization is necessary. 

No change has been made to this final 

rule in this regard. 

Request To Remove or Modify 

Paragraph (i)(4) of the NPRM (77 FR 

43547, July 25, 2012) 

AirTran/Southwest Airlines requested 

that paragraph (i)(4) of the NPRM (77 FR 

43547, July 25, 2012) be removed. 

AirTran/Southwest Airlines requested 

that we allow the operator to determine 

the sequence in which steps are to be 

accomplished for the inspections and 

modifications, otherwise, the operators 

may inadvertently violate the AD by 

performing unrelated tasks out of 

sequence. 

American Airlines requested that we 

remove or modify paragraph (i)(4) of the 

NPRM (77 FR 43547, July 25, 2012) 

stating that paragraph (i)(4) is more 

restrictive than necessary to ensure 

safety of flight. American Airlines stated 

that not being able to accomplish some 

steps out of order will prevent 

accomplishment of the AD in a timely 

manner. American Airlines suggested 

modifying paragraph (i)(4) of the NPRM 

(77 FR 43547, July 25, 2012) to allow the 

modifications and repairs to be 

accomplished in any order as long as 

the steps within those actions are 

accomplished in order. 

We agree to remove paragraph (i)(4) of 

the NPRM (77 FR 43547, July 25, 2012). 

We have received Boeing Special 

Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013, 

which removes instructions regarding 

the sequencing of steps and changes 

certain part numbers. We have revised 

paragraphs (c), (g), (h), (i), and (j) of this 

final rule to refer to Boeing Special 

Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013. 

We have also added new paragraph (k) 

to this final rule to allow credit for the 

actions required by paragraphs (g), (h), 

(i), and (j) of this AD, if those actions 

were performed before the effective date 

of this final rule using Boeing Special 

Attention Service Bulletin 737–53– 

1294, dated March 31, 2011. Subsequent 

paragraphs have been redesignated 

accordingly. 

Request To Allow Removal of 

Additional or Fewer Parts, and Include 

Jacking and Shoring Limitations 

AirTran/Southwest Airlines requested 

that we include a statement stating that 

it is acceptable to remove additional, or 

fewer, parts as necessary; however, 

jacking and shoring limitations must be 

observed. 

We partially agree with the request. 

We agree that clarification is needed 

regarding removal of additional or fewer 

parts. We infer that this comment 

concerns instructions in Boeing Special 

Attention Service Bulletin 737–53– 

1294, dated March 31, 2011, regarding 

access and restoration, which are not 

required to address the unsafe 

condition. However, we disagree with 

requiring jacking and shoring 

limitations in this final rule because 

those actions are not required to address 

the unsafe condition. Operators may 

perform those actions in accordance 

with approved maintenance procedures. 

We have added new paragraph (i)(4) to 

this final rule to state that access and 

close actions identified in Boeing 

Special Attention Service Bulletin 737– 

53–1294, Revision 1, dated June 14, 

2013, are not required by this final rule. 

We have also revised paragraphs (g) and 

(h) of this final rule to refer to paragraph 

(i)(4) of this final rule. 

STC Winglet Comment 

Aviation Partners Boeing stated that 

the installation of winglets per STC 

ST00830SE does not affect them. 

We have redesignated paragraph (c) of 

the NPRM (77 FR 43547, July 25, 2012) 

as paragraph (c)(1) in this AD and added 

paragraph (c)(2) to this AD to state that 

installation of STC ST00830SE (http:// 

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/408E012E008616A

7862578880060456C?

OpenDocument&Highlight=st00830se) 

does not affect the ability to accomplish 

the actions required by this final rule. 

Therefore, for airplanes on which STC 

ST00830SE is installed, a ‘‘change in 

product’’ alternative method of 

compliance (AMOC) approval request is 

not necessary to comply with the 

requirements of 14 CFR 39.17. For all 

other AMOC requests, the operator must 

request approval for an AMOC in 

accordance with the procedures 

specified in paragraph (l) of this final 

rule. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the change described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

43547, July 25, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 43547, 

July 25, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

mstockstill on DSK4VPTVN1PROD with RULES

59804 Federal Register / Vol. 78, No. 189 / Monday, September 30, 2013 / Rules and Regulations 

Costs of Compliance 

We estimate that this AD affects 903 

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 

Inspection (left and right 

sides).

14 work-hours × $85 per hour = $1,190 per inspection cycle.$0 $1,190 per inspection 

cycle.

$1,074,570 per inspection 

cycle. 

We estimate the following costs to do 

any necessary repairs and inspections 

that would be required based on the 

results of the inspection. We have no 

way of determining the number of 

aircraft that might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Preventive modification 

(each side).

7 work-hours × $85 per hour = $595 ........................................................ $894 ............................. $1,489. 

Skin repair (each side) ... 37 work-hours × $85 per hour = $3,145 ................................................... Up to $5,635 ................ Up to $8,780. 

According to the manufacturer, some 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

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): 

2013–19–04 the Boeing Company: 

Amendment 39–17586; Docket No. 

FAA–2012–0723; Directorate Identifier 

2011–NM–137–AD. 

(a) Effective Date 

This AD is effective November 4, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to the Boeing Company 

Model 737–600, –700, –700C, –800, and –900 

series airplanes; certificated in any category; 

as identified in Boeing Special Attention 

Service Bulletin 737–53–1294, Revision 1, 

dated June 14, 2013. 

(2) Installation of Supplemental Type 

Certificate (STC) ST00830SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/408E012E008616

A7862578880060456C?

OpenDocument&Highlight=st00830se) does 

not affect the ability to accomplish the 

actions required by this AD. Therefore, for 

airplanes on which STC ST00830SE is 

installed, a ‘‘change in product’’ alternative 

method of compliance (AMOC) approval 

request is not necessary to comply with the 

requirements of 14 CFR 39.17. For all other 

AMOC requests, the operator must request 

approval for an AMOC in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by a report of 

cracks found in the skin at body station 

(STA) 540 just below stringer S–22L. We are 

issuing this AD to detect and correct fatigue 

cracking in the skin, which can result in 

rapid decompression of the cabin. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Corrective Action 

(1) Except as required by paragraphs (g)(2), 

(i)(2), and (i)(3) of this AD, at the applicable 

time specified in table 1 of paragraph 1.E. 

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Federal Register / Vol. 78, No. 189 / Monday, September 30, 2013 / Rules and Regulations 59805 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 737–53–1294, Revision 1, 

dated June 14, 2013: Do detailed and high 

frequency eddy current (HFEC) inspections 

of the skin for cracking in the area around the 

eight fasteners securing the STA 540 

bulkhead chords between stringers S–22 and 

S–23, and do all applicable corrective 

actions, in accordance with Parts 1, 2, 3, 4, 

and 5 of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–53–1294, Revision 1, dated June 14, 

2013, except as required by paragraphs (i)(1) 

and (i)(4) of this AD. If no cracking is found, 

repeat the detailed and HFEC inspections at 

the intervals specified in table 1 of paragraph 

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

Attention Service Bulletin 737–53–1294, 

Revision 1, dated June 14, 2013, except as 

required by paragraph (g)(2) of this AD, until 

the optional preventive modification 

specified in paragraph (h) of this AD is done. 

Do all applicable corrective actions before 

further flight. 

(2) For airplanes that have incorporated 

Boeing Business Jet Lower Cabin Altitude 

Supplemental Type Certificate (STC) 

ST01697SE (http://rgl.faa.gov/Regulatory_

and_Guidance_Library/rgstc.nsf/0/

0812969A86AF879B8625766400600105?

OpenDocument&Highlight=st01697se) (6,500 

feet maximum cabin altitude in lieu of 8,000 

feet), the flight-cycle related compliance 

times are different from those specified in 

Boeing Special Attention Service Bulletin 

737–53–1294, Revision 1, dated June 14, 

2013. All initial compliance times specified 

in total flight cycles or flight cycles must be 

reduced to half of those specified in Boeing 

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013. All 

repetitive interval compliance times 

specified in flight cycles must be reduced to 

one-quarter of those specified in Boeing 

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013. 

(h) Optional Preventive Modification 

Accomplishing the preventive 

modification, including an HFEC inspection 

for cracking of the skin and STA 540 

bulkhead chords, and all applicable repairs, 

in accordance with paragraph 3.B, Part 2 or 

Part 4 (left side), and Part 3 or Part 5 (right 

side), of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–53–1294, Revision 1, dated June 14, 

2013, terminates the inspection requirements 

of paragraph (g) of this AD for the side on 

which the modification is done, except as 

required by paragraphs (i)(1) and (i)(4) of this 

AD. 

(i) Exceptions to Service Bulletin 

Specifications 

(1) If any cracking is found during any 

inspection required by this AD, and Boeing 

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

(2) Where Boeing Special Attention Service 

Bulletin 737–53–1294, Revision 1, dated June 

14, 2013, specifies to do the action after the 

original issue date of that service bulletin, 

this AD requires the compliance time after 

the effective date of this AD. 

(3) Where the Condition column of table 1 

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

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013, 

specifies a condition as of the original issue 

date of that service bulletin, this AD specifies 

the condition as of the effective date of this 

AD. 

(4) The access and restoration instructions 

identified in the Work Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013, are not 

required by this AD. Operators may perform 

those actions in accordance with approved 

maintenance procedures. 

(j) Post-Repair Inspections 

The post-repair inspections, specified in 

table 2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

737–53–1294, Revision 1, dated June 14, 

2013, are not required by this AD. 

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

damage tolerance inspections specified in 

table 2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

737–53–1294, Revision 1, dated June 14, 

2013, 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 

Special Attention Service Bulletin 737–53– 

1294, Revision 1, dated June 14, 2013, are not 

required by this AD. 

(k) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (g), (h), and 

(j) of this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Special Attention Service Bulletin 

737–53–1294, dated March 31, 2011, which 

is not incorporated by reference in this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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, it may be emailed 

to: 9-ANM-Seattle-ACO-AMOC-Requests@

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 

Aircraft Certification Office (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. 

(m) Related Information 

(1) For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6450; fax: 425–917–6590; 

email: alan.pohl@faa.gov. 

(2) Service information referenced in this 

AD that is not incorporated by reference in 

this AD may be obtained at the addresses 

identified in paragraphs (n)(3) and (n)(4) of 

this AD. 

(n) 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 Special Attention Service 

Bulletin 737–53–1294, Revision 1, dated June 

14, 2013. 

(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, 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 

September 9, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–22676 Filed 9–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2013–0517; Airspace 

Docket No. 13–ANM–15] 

Establishment of Class E Airspace; 

Cody, WY 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

mstockstill on DSK4VPTVN1PROD with RULES