Federal Register / Vol. 68, No. 80 / Friday, April 25, 2003 / Rules and Regulations 20341

Special Flight Permits 

(d) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the requirements of this AD 

can be accomplished. 

Incorporation by Reference 

(e) The actions shall be done in accordance 

with McDonnell Douglas Alert Service 

Bulletin MD90–24A051, Revision 02, 

excluding Evaluation Form, dated August 14, 

2002. This incorporation by reference was 

approved by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. Copies may be obtained 

from Boeing Commercial Aircraft Group, 

Long Beach Division, 3855 Lakewood 

Boulevard, Long Beach, California 90846, 

Attention: Data and Service Management, 

Dept. C1–L5A (D800–0024). Copies may be 

inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the FAA, Los Angeles 

Aircraft Certification Office, 3960 Paramount 

Boulevard, Lakewood, California; or at the 

Office of the Federal Register, 800 North 

Capitol Street, NW., Suite 700, Washington, 

DC. 

Effective Date 

(f) This amendment becomes effective on 

May 30, 2003.

Issued in Renton, Washington, on April 18, 

2003. 

Michael J. Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 03–10116 Filed 4–24–03; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2002–NM–329–AD; Amendment 

39–13128; AD 2003–08–15] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

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

–500 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) that is 

applicable to certain Boeing Model 737–

200, –200C, –300, –400, and –500 series 

airplanes. This action requires a onetime mid-frequency eddy current 

(MFEC), a low-frequency eddy current 

(LFEC), and a detailed inspection for 

damage or cracking of stringer S–4L and 

S–4R lap joints and stringer clips 

between body station (BS) 540 and BS 

727, and follow-on inspections and 

repair if necessary. This action is 

necessary to find and fix cracking of the 

fuselage lap joints, which could result 

in sudden decompression of the 

airplane.

DATES: Effective May 12, 2003. 

The incorporation by reference of 

Boeing Alert Service Bulletin 737–

53A1255, dated October 17, 2002, as 

listed in the regulations, is approved by 

the Director of the Federal Register as of 

May 12, 2003. 

The incorporation by reference of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, as 

listed in the regulations, was approved 

previously by the Director of the Federal 

Register as of May 17, 2002 (67 FR 

17917, April 12, 2002). 

Comments for inclusion in the Rules 

Docket must be received on or before 

June 24, 2003.

ADDRESSES: Submit comments in 

triplicate to the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, ANM–114, 

Attention: Rules Docket No. 2002–NM–

329–AD, 1601 Lind Avenue, SW., 

Renton, Washington 98055–4056. 

Comments may be inspected at this 

location between 9 a.m. and 3 p.m., 

Monday through Friday, except Federal 

holidays. Comments may be submitted 

via fax to (425) 227–1232. Comments 

may also be sent via the Internet using 

the following address: 9-anmiarcomment@faa.gov. Comments sent 

via fax or the Internet must contain 

‘‘Docket No. 2002–NM–329–AD’’ in the 

subject line and need not be submitted 

in triplicate. Comments sent via the 

Internet as attached electronic files must 

be formatted in Microsoft Word 97 for 

Windows or ASCII text. 

The service information referenced in 

this AD may be obtained from Boeing 

Commercial Airplane Group, P.O. Box 

3707, Seattle, Washington 98124–2207. 

This information may be examined at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., 

Renton, Washington; or at the Office of 

the Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Duong Tran, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6452; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: 

Related AD 

On April 2, 2002, the FAA issued AD 

2002–07–08, amendment 39–12702 (67 

FR 17917, April 12, 2002), applicable to 

certain Boeing Model 737 series 

airplanes. That AD specifies Boeing 

Service Bulletin (SB) 737–53A1177, 

Revision 6, dated May 31, 2001, as an 

appropriate source of service 

information for that AD. That AD 

requires repetitive inspections to find 

cracking of the lower skin at the lower 

row of fasteners in the lap joints of the 

fuselage, and repair of any cracking 

found. That AD also requires 

modification of the fuselage lap joints at 

certain locations, which constitutes 

terminating action for certain repetitive 

inspections of the modified areas. 

Additionally, that AD requires repetitive 

inspections and requires replacement of 

a certain preventive modification with 

an improved modification. That AD was 

prompted by our determination that, in 

light of crack findings, certain 

modifications of the fuselage lap joints 

do not provide an adequate level of 

safety. The actions specified by that AD 

are intended to find and fix cracking of 

the fuselage lap joints, which could 

result in sudden decompression of the 

airplane. 

Since the Issuance of That AD 

We have received a report indicating 

that, during a walk-around inspection 

on a Model 737–200 series airplane with 

60,333 total flight cycles, a 23-inch-long 

crack was found in the lower row of the 

stringer S–4L lap joint between body 

station (BS) 616 and BS 639. The crack 

was noticed above the over-wing exit 

because the lower skin was pushed 

outward approximately 1 inch with the 

crack ends turning downward at the tear 

straps. The flight crew did not report 

any pressurization problems, and the 

passengers and cabin crew did not 

report any abnormal noise in that area. 

Further external and internal nondestructive testing methods for cracking 

of the lap joint revealed additional 

cracking. The possible extent of 

cracking both forward and aft of the 23-

inch-long cracked section is a concern. 

Cracks were found in between the tear 

straps and in the skin locations common 

to the tear straps. The intact tear straps 

were able to turn the cracks as they were 

designed to do; however, due to the 

condition of the skin at the tear straps 

forward and aft of the 23-inch crack 

area, it is likely that similar crack linkup just forward in an area that had a 

higher percentage of cracked fastener 

holes could have resulted in an 

uncontained decompression. Of 

particular concern is the total number 

and length of cracks found at that 

particular lap joint. The damage found 

apparently exceeds all prior in-service 

crack findings and also exceeds the 

20342 Federal Register / Vol. 68, No. 80 / Friday, April 25, 2003 / Rules and Regulations 

manufacturer’s crack growth predictions 

based on test and analysis for an 

airplane with 60,000 total flight cycles. 

Additionally, we received a report of 

significant cracking on stringer S–4R of 

the lap joint between BS 600 and BS 727 

on a Model 737–300 series airplane 

having 52,400 total flight cycles. 

Although the individual cracks had not 

linked up, it was clear that, within a 

limited number of flights, the cracking 

could have linked up with a length of 

over 10 inches. Those cracks were 

detected by performing a low-frequency 

eddy current (LFEC) and a mediumfrequency eddy current (MFEC) 

inspection. Such cracking, if not 

corrected, could result in sudden 

decompression of the airplane.

Explanation of Relevant Service 

Information 

We have reviewed and approved 

Boeing Alert Service Bulletin (ASB) 

737–53A1255, dated October 17, 2002. 

The ASB describes procedures for 

performing an internal detailed 

inspection, and MFEC and LFEC 

inspections for damage and cracking of 

the stringer S–4L and S–4R lap joints 

and stringer clips between BS 540 and 

BS 727. If no damage or cracking is 

found, the ASB advises operators to 

continue the lap joint repetitive 

inspections as specified in Boeing SB 

737–53A1177, Revision 6, dated May 

31, 2001 (referenced in AD 2002–07–08 

as an appropriate source of service 

information for that AD). Boeing ASB 

737–53A1255 also describes procedures 

for performing an external sliding probe 

inspection or internal MFEC and LFEC 

inspections for cracking that is defined 

as ‘‘significant’’ in the ASB. Boeing ASB 

737–53A1255 also describes an optional 

open hole non-destructive testing 

inspection that may be used in addition 

to the MFEC, LFEC, and detailed 

inspections to confirm crack 

indications. Additionally, Boeing ASB 

737–53A1255 specifies that the repair of 

any cracked lap joints be done per 

Boeing SB 737–53A1177, Revision 6, 

dated May 31, 2001. Also, Boeing ASB 

737–53A1255 describes procedures for 

replacing any broken or damaged 

stringer clips. Boeing ASB 737–53A1255 

also requests that operators report 

certain information resulting from the 

inspection findings, such as the type of 

inspection method used and the 

inspection results, a description of any 

damage or cracking found, the airplane 

serial number, and the number of 

current flight cycles and flight hours on 

the airplane. 

Explanation of the Requirements of the 

Rule 

Since an unsafe condition has been 

identified that is likely to exist or 

develop on other airplanes of the same 

type design, this AD is being issued to 

find and fix cracking of the fuselage lap 

joints, which could result in sudden 

decompression of the airplane. This AD 

requires accomplishment of the actions 

specified in the service bulletins 

described previously, except as 

discussed below. 

Differences Between ASB and This AD 

If cracking or damage is found per 

Boeing ASB 737–53A1255, dated 

October 17, 2002, that ASB references 

Boeing SB 737–53A1177, Revision 6, 

dated May 31, 2001, for procedures to 

repair any cracking or damage that may 

be found. Operators should note that 

this AD also will require repair of 

cracking or damage that is within the 

limits specified in Boeing SB 737–

53A1177, Revision 6, dated May 31, 

2001, per that service bulletin. However, 

this AD requires that, for any damage or 

cracking that is found to be outside the 

limits specified in Boeing SB 737–

53A1177, Revision 6, dated May 31, 

2001, repair must be accomplished per 

a method approved by the FAA, or per 

data meeting the type certification basis 

of the airplane approved by a Boeing 

Company Designated Engineering 

Representative who has been authorized 

by the FAA to make such findings. 

In addition, Boeing ASB 737–

53A1255, dated October 17, 2002, 

specifies that, if no cracking or damage 

is found, operators should repeat the lap 

joint inspections specified in Boeing 

ASB 737–53A1177. This AD, however, 

requires only the one-time inspections 

and, if no damage or cracking is found, 

operators need only to accomplish the 

reporting requirements of this AD. 

(Detailed inspections required by this 

AD do not replace, but are in addition 

to the repetitive inspections required by 

AD 2002–07–08, amendment 39–12702.) 

Operators also should note that 

Boeing ASB 737–53A1255 does not 

recommend the internal mid-frequency 

MFEC, LFEC, or detailed inspections 

described in the ASB for airplanes with 

less than 45,000 total flight cycles. 

However, this AD requires those 

inspections (and repair if necessary) on 

airplanes prior to the accumulation of 

45,000 total flight cycles or within 90 

days after the effective date of this AD, 

whichever occurs later. We consider 

that the identified unsafe condition 

must be addressed for all airplanes 

when 45,000 total flight cycles have 

been accumulated. Requiring a specific 

compliance time for those airplanes 

addresses that issue. 

Interim Action 

This is considered to be interim 

action. The inspection reports that are 

required by this AD will enable the 

manufacturer to obtain better insight 

into the nature, cause, and extent of the 

cracking, and eventually to develop 

final action to address the unsafe 

condition. Once final action has been 

identified, we may consider further 

rulemaking. 

Determination of Rule’s Effective Date 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Comments Invited

Although this action is in the form of 

a final rule that involves requirements 

affecting flight safety and, thus, was not 

preceded by notice and an opportunity 

for public comment, comments are 

invited on this rule. Interested persons 

are invited to comment on this rule by 

submitting such written data, views, or 

arguments as they may desire. 

Communications shall identify the 

Rules Docket number and be submitted 

in triplicate to the address specified 

under the caption ADDRESSES. All 

communications received on or before 

the closing date for comments will be 

considered, and this rule may be 

amended in light of the comments 

received. Factual information that 

supports the commenter’s ideas and 

suggestions is extremely helpful in 

evaluating the effectiveness of the AD 

action and determining whether 

additional rulemaking action would be 

needed. 

Submit comments using the following 

format: 

• Organize comments issue-by-issue. 

For example, discuss a request to 

change the compliance time and a 

request to change the service bulletin 

reference as two separate issues. 

• For each issue, state what specific 

change to the AD is being requested. 

• Include justification (e.g., reasons or 

data) for each request. 

Comments are specifically invited on 

the overall regulatory, economic, 

environmental, and energy aspects of 

the rule that might suggest a need to 

modify the rule. All comments 

submitted will be available, both before 

and after the closing date for comments, 

in the Rules Docket for examination by 

interested persons. A report that 

Federal Register / Vol. 68, No. 80 / Friday, April 25, 2003 / Rules and Regulations 20343

summarizes each FAA-public contact 

concerned with the substance of this AD 

will be filed in the Rules Docket. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

submitted in response to this rule must 

submit a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Number 2002–NM–329–AD.’’

The postcard will be date stamped and 

returned to the commenter. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

The FAA has determined that this 

regulation is an emergency regulation 

that must be issued immediately to 

correct an unsafe condition in aircraft, 

and that it is not a ‘‘significant 

regulatory action’’ under Executive 

Order 12866. It has been determined 

further that this action involves an 

emergency regulation under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979). If it is 

determined that this emergency 

regulation otherwise would be 

significant under DOT Regulatory 

Policies and Procedures, a final 

regulatory evaluation will be prepared 

and placed in the Rules Docket. A copy 

of it, if filed, may be obtained from the 

Rules Docket at the location provided 

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness directive:

2003–08–15 Boeing: Amendment 39–13128. 

Docket 2002–NM–329–AD.

Applicability: Model 737–200, –200C, 

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

line numbers 292 through 2552 inclusive, 

and on which the modification specified in 

Boeing Service Bulletin (SB) 737–53A1177, 

Revision 6, dated May 31, 2001, has not been 

accomplished; certificated in any category.

Note 1: This AD applies to each airplane 

identified in the preceding applicability 

provision, regardless of whether it has been 

otherwise modified, altered, or repaired in 

the area subject to the requirements of this 

AD. For airplanes that have been modified, 

altered, or repaired so that the performance 

of the requirements of this AD is affected, the 

owner/operator must request approval for an 

alternative method of compliance in 

accordance with paragraph (h) of this AD. 

The request should include an assessment of 

the effect of the modification, alteration, or 

repair on the unsafe condition addressed by 

this AD; and, if the unsafe condition has not 

been eliminated, the request should include 

specific proposed actions to address it.

Compliance: Required as indicated, unless 

accomplished previously. 

To find and fix cracking of the fuselage lap 

joints, which could result in sudden 

decompression of the airplane, accomplish 

the following:

Note 2: Detailed inspections required by 

this AD do not replace, but are in addition 

to the repetitive inspections required by AD 

2002–07–08, amendment 39–12702.

One-Time Inspections 

(a) With the exception of any area of any 

lap joints that are specified in this paragraph 

that have previously been repaired or 

modified per Boeing SB 737–53A1177, 

Revision 4, dated September 2, 1999; 

Revision 5, dated February 15, 2001; and 

Revision 6, dated May 31, 2001: Perform an 

internal mid-frequency eddy current (MFEC), 

a low-frequency eddy current (LFEC), and a 

detailed inspection for damage or cracking on 

stringers S–4L and S–4R lap joints between 

body station (BS) 540 and BS 727; and 

perform a detailed inspection for damage of 

the stringer clips at all frame locations at 

stringers S–4L and S–4R between BS 540 and 

BS 727 at the applicable time specified in 

paragraph (a)(1), (a)(2), or (a)(3) of this AD; 

per the Accomplishment Instructions of 

Boeing Alert Service Bulletin (ASB) 737–

53A1255, dated October 17, 2002. If no 

damage or cracking is found, no further 

action is required by this paragraph.

Note 3: For the purposes of this AD, a 

detailed inspection is defined as: ‘‘An 

intensive visual examination of a specific 

structural area, system, installation, or 

assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at intensity deemed appropriate by 

the inspector. Inspection aids such as mirror, 

magnifying lenses, etc., may be used. Surface 

cleaning and elaborate access procedures 

may be required.’’

(1) For airplanes that have accumulated 

less than 45,000 total flight cycles as of the 

effective date of this AD: Perform the 

inspections prior to the accumulation of 

45,000 total flight cycles or within 90 days 

after the effective date of this AD, whichever 

occurs later. 

(2) For airplanes that have accumulated 

45,000 total flight cycles but not more than 

49,999 total flight cycles as of the effective 

date of this AD: Perform the inspections 

within 90 days after the effective date of this 

AD. 

(3) For airplanes that have accumulated 

50,000 total flight cycles or more as of the 

effective date of this AD: Perform the 

inspections within 45 days after the effective 

date of this AD. 

(b) The optional accomplishment of an 

open-hole non-destructive testing (NDT) 

inspection per Boeing ASB 737–53A1255, 

dated October 17, 2002, is acceptable as a 

method of verification of any cracking of the 

fastener holes found during the inspections 

required by paragraph (a) of this AD. 

(c) If any damage or cracking is found 

during the inspections required by paragraph 

(a), (b), (d), or (e) of this AD that is not 

‘‘significant,’’ as defined in Boeing ASB 737–

53A1255, dated October 17, 2002, repair per 

paragraph (c)(1) or (c)(2) of this AD, as 

applicable.

(1) For cracking that is within the limits 

specified by Boeing SB 737–53A1177, 

Revision 6, dated May 31, 2001: Before 

further flight, repair per the Accomplishment 

Instructions of Boeing SB 737–53A1177, 

Revision 6, dated May 31, 2001; and before 

further flight, replace any damaged stringer 

clips with a new part, per Boeing ASB 737–

53A1255, dated October 17, 2002. 

(2) For any cracking that exceeds the limits 

specified in Boeing SB 737–53A1177, 

Revision 6, dated May 31, 2001: Before 

further flight, repair per a method approved 

by the Manager, Seattle Aircraft Certification 

Office (ACO), FAA; or per data meeting the 

type certification basis of the airplane 

approved by a Boeing Company Designated 

Engineering Representative (DER) who has 

been authorized by the Manager, Seattle 

ACO, to make such findings. For a repair 

method to be approved, the approval must 

specifically reference this AD. 

(d) If any damage or cracking is found 

during the inspections required by 

paragraphs (a), (b), (d), or (e) of this AD that 

is ‘‘significant,’’ as defined in Boeing ASB 

737–53A1255, dated October 17, 2002: Before 

further flight, accomplish the actions 

specified by paragraph (d)(1) or (d)(2) of this 

AD, per the Accomplishment Instructions of 

the ASB. 

(1) With the exception of BS 540 through 

727 inclusive: Perform an external sliding 

probe inspection for damage or cracking, per 

Figure 2 of Boeing ASB 737–53A1255, dated 

October 17, 2002, for each model (Model 

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

airplanes) at the applicable locations 

specified in the Compliance Section of 

Boeing SB 737–53A1177, Revision 6, dated 

May 31, 2001. 

(2) With the exception of BS 540 through 

727 inclusive: Perform internal MFEC, LFEC, 

and detailed inspections for damage or 

cracking, per Figure 1 of Boeing ASB 737–

53A1255, dated October 17, 2002, for each 

model (Model 737–200, –200C, –300, –400, 

20344 Federal Register / Vol. 68, No. 80 / Friday, April 25, 2003 / Rules and Regulations 

and –500 series airplanes) at the applicable 

locations specified in the Compliance 

Section of Boeing SB 737–53A1177, Revision 

6, dated May 31, 2001. 

(e) If any ‘‘significant’’ cracking, as defined 

in Boeing ASB 737–53A1255, dated October 

17, 2002, is found in any lap joint during the 

external inspection required by paragraph (d) 

of this AD: Before further flight, accomplish 

the actions required by paragraphs (e)(1) and 

(e)(2) of this AD. 

(1) Perform internal MFEC, LFEC, and 

detailed inspections for cracking of the entire 

affected section of the lap joint, specified in 

the Compliance Section and Inspection Zone 

Figures of Boeing SB 737–53A1177, Revision 

6, dated May 31, 2001; per Boeing ASB 737–

53A1255, dated October 17, 2002. 

(2) Perform a detailed inspection for 

damage of the stringer clips and replace any 

damaged stringer clip with a new part, per 

Boeing ASB 737–53A1255, dated October 17, 

2002. 

(f) If any cracking, ‘‘significant’’ (as defined 

in Boeing ASB 737–53A1255, dated October 

17, 2002) or otherwise, is found during the 

inspections required by paragraphs (a), (b), 

(d), or (e) of this AD: Before further flight, 

accomplish the actions specified by 

paragraph (f)(1) or (f)(2) of this AD, as 

applicable. 

(1) For cracking that is within the limits 

specified in Boeing SB 737–53A1177, 

Revision 6, dated May 31, 2001: Repair per 

the Accomplishment Instructions of that 

ASB; and replace any damaged stringer clips 

with a new part per Boeing ASB 737–

53A1255, dated October 17, 2002. 

(2) For any cracking that exceeds the limits 

specified in Boeing SB 737–53A1177, 

Revision 6, dated May 31, 2001, repair per a 

method approved by the Manager, Seattle 

ACO; or per data meeting the type 

certification basis of the airplane approved 

by a Boeing Company DER who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. For a repair method to 

be approved, the approval must specifically 

reference this AD. 

Reporting Requirements 

(g) Submit a report of inspection findings 

(both positive and negative) to the Boeing 

Commercial Airplane Group, P.O. Box 3707, 

Seattle, Washington 98124–2207, as specified 

in paragraph B.10 of the Accomplishment 

Instructions of Boeing ASB 737–53A1255, 

dated October 17, 2002, at the applicable 

time specified by paragraph (g)(1) or (g)(2) of 

this AD. Information collection requirements 

contained in this AD have been approved by 

the Office of Management and Budget (OMB) 

under the provisions of the Paperwork 

Reduction Act of 1980 (44 U.S.C. 3501 et 

seq.) and have been assigned OMB Control 

Number 2120–0056. 

(1) For airplanes on which the inspection 

required by paragraph (a) of this AD is 

accomplished after the effective date of this 

AD: Submit the report within 10 days after 

performing the inspection required by 

paragraph (a) of this AD. 

(2) For airplanes on which the inspection 

required by paragraph (a) of this AD has been 

accomplished prior to the effective date of 

this AD: Submit the report within 10 days 

after the effective date of this AD. 

Alternative Methods of Compliance 

(h) An alternative method of compliance or 

adjustment of the compliance time that 

provides an acceptable level of safety may be 

used if approved by the Manager, ACO, FAA. 

Operators shall submit their requests through 

an appropriate FAA Principal Maintenance 

Inspector, who may add comments and then 

send it to the Manager, Seattle ACO.

Note 4: Information concerning the 

existence of approved alternative methods of 

compliance with this AD, if any, may be 

obtained from the Seattle ACO.

Special Flight Permits 

(i) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the requirements of this AD 

can be accomplished. 

Incorporation by Reference 

(j) Unless otherwise specified by this AD, 

the actions shall be done in accordance with 

Boeing Alert Service Bulletin 737–53A1255, 

dated October 17, 2002; and Boeing Service 

Bulletin 737–53A1177, Revision 6, dated 

May 31, 2001; as applicable. 

(1) This incorporation by reference of 

Boeing Alert Service Bulletin 737–53A1255, 

dated October 17, 2002, is approved by the 

Director of the Federal Register in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

(2) The incorporation by reference of 

Boeing Service Bulletin 737–53A1177, 

Revision 6, dated May 31, 2001, was 

approved previously by the Director of the 

Federal Register as of May 17, 2002 (67 FR 

17917, April 12, 2002). 

(3) Copies may be obtained from Boeing 

Commercial Airplane Group, P.O. Box 3707, 

Seattle, Washington 98124–2207. Copies may 

be inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the Federal 

Register, 800 North Capitol Street, NW., suite 

700, Washington, DC. 

Effective Date 

(k) This amendment becomes effective on 

May 12, 2003.

Issued in Renton, Washington, on April 18, 

2003. 

Ali Bahrami, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 03–10115 Filed 4–24–03; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Parts 110 and 165 

[CGD14–03–001] 

RIN 1625–AA00 [Formerly 2115–AA97] 

RIN 1625–AA01 

Anchorage Grounds and Security 

Zones; Oahu, Maui, Hawaii, and Kauai, 

HI

AGENCY: Coast Guard, DHS.

ACTION: Final rule.

SUMMARY: The Coast Guard is 

establishing permanent security zones 

in designated waters adjacent to the 

islands of Oahu, Maui, Hawaii, and 

Kauai, HI. These security zones and a 

related amendment to regulations for 

anchorage grounds in Mamala Bay are 

necessary to protect personnel, vessels, 

and facilities from acts of sabotage or 

other subversive acts, accidents, or other 

causes of a similar nature during 

operations and will extend from the 

surface of the water to the ocean floor. 

Entries into the zones are prohibited 

unless authorized by the Coast Guard 

Captain of the Port Honolulu, HI.

DATES: This rule is effective April 19, 

2003.

ADDRESSES: Comments and material 

received from the public, as well as 

documents indicated in this preamble as 

being available in the docket, are part of 

docket CGD14–03–001 and are available 

for inspection or copying at Coast Guard 

Marine Safety Office Honolulu, 433 Ala 

Moana Blvd., Honolulu, HI 96813 

between 7 a.m. and 3:30 p.m., Monday 

through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT:

Lieutenant (Junior Grade) E. G. 

Cantwell, U.S. Coast Guard, Marine 

Safety Office Honolulu, Hawaii at (808) 

522–8260.

SUPPLEMENTARY INFORMATION: 

Regulatory Information 

On February 4, 2003, we published a 

notice of proposed rulemaking (NPRM) 

entitled ‘‘Security Zones; Oahu, Maui, 

Hawaii, and Kauai, HI’’ in the Federal 

Register (68 FR 5614). We received 

three public comments on the proposed 

rule. No public hearing was requested 

and none was held. 

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

Guard finds that good cause exists for 

making this rule effective less than 30 

days after publication in the Federal 

Register. Delaying the effective date of 

this rule would be contrary to the public