30166 Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations 

1http://rgl.faa.gov/Regulatory_and_Guidance_

Library/rgAdvisoryCircular.nsf/0/

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Document&Highlight=ac%2020-115b. 2http://rgl.faa.gov/Regulatory_and_Guidance_

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Document&Highlight=ac%2020-152. 

The Special Conditions 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for Cessna Aircraft Company, 208 

and 208B Caravan airplanes modified by 

Peregrine. 

1. Installation of Lithium Battery 

The FAA states in this Notice that the 

following special conditions be applied 

to lithium battery installations on the 

208 and 208B airplanes in lieu of the 

requirements § 23.1353(a)(b)(c)(d)(e), 

amendment 49. 

Lithium battery installations on the 

208 and 208B airplanes must be 

designed and installed as follows: 

a. Safe cell temperatures and 

pressures must be maintained during 

any probable charging or discharging 

condition, or during any failure of the 

charging or battery monitoring system 

not shown to be extremely remote. The 

lithium battery installation must be 

designed to preclude explosion or fire in 

the event of those failures. 

b. Lithium batteries must be designed 

to preclude the occurrence of selfsustaining, uncontrolled increases in 

temperature or pressure. 

c. No explosive or toxic gasses 

emitted by any lithium battery in 

normal operation or as the result of any 

failure of the battery charging or 

monitoring system, or battery 

installation not shown to be extremely 

remote, may accumulate in hazardous 

quantities within the airplane. 

d. Lithium batteries that contain 

flammable fluids must comply with the 

flammable fluid fire protection 

requirements of 14 CFR 23.863(a) 

through (d). 

e. No corrosive fluids or gases that 

may escape from any lithium battery 

may damage airplane structure or 

essential equipment. 

f. Each lithium battery installation 

must have provisions to prevent any 

hazardous effect on structure or 

essential systems that may be caused by 

the maximum amount of heat the 

battery can generate during a short 

circuit of the battery or of its individual 

cells. 

g. Lithium battery installations must 

have— 

(1) A system to control the charging 

rate of the battery automatically to 

prevent battery overheating or 

overcharging, or 

(2) A battery temperature sensing and 

over-temperature warning system with a 

means for automatically disconnecting 

the battery from its charging source in 

the event of an over-temperature 

condition or, 

(3) A battery failure sensing and 

warning system with a means for 

automatically disconnecting the battery 

from its charging source in the event of 

battery failure. 

h. Any lithium battery installation 

functionally required for safe operation 

of the airplane, must incorporate a 

monitoring and warning feature that 

will provide an indication to the 

appropriate flight crewmembers, 

whenever the capacity and state of 

charge of the batteries have fallen below 

levels considered acceptable for 

dispatch of the airplane. 

i. The ICAW must contain 

recommended manufacturer’s 

maintenance and inspection 

requirements to ensure that batteries, 

including single cells, meet a 

functionally safe level essential to the 

aircraft’s continued airworthiness. 

(1) The ICAW must contain operating 

instructions and equipment limitations 

in an installation maintenance manual. 

(2) The ICAW must contain 

installation procedures and limitations 

in a maintenance manual, sufficient to 

ensure that cells or batteries, when 

installed according to the installation 

procedures, still meet safety functional 

levels essential to the aircraft’s 

continued airworthiness. The 

limitations must identify any unique 

aspects of the installation. 

(3) The ICAW must contain corrective 

maintenance procedures to check 

battery capacity at manufacturer’s 

recommended inspection intervals. 

(4) The ICAW must contain scheduled 

servicing information to replace 

batteries at manufacturer’s 

recommended replacement time. 

(5) The ICAW must contain 

maintenance and inspection 

requirements how to check visually for 

battery and charger degradation. 

j. Batteries in a rotating stock (spares) 

that have degraded charge retention 

capability or other damage due to 

prolonged storage must be checked at 

manufacturer’s recommended 

inspection intervals. 

k. If the lithium battery application 

contains software and/or complex 

hardware, in accordance with AC 20– 

115 1 and AC 20–152,2 they should be 

developed to the standards of DO–178 

for software and DO–254 for complex 

hardware. 

Compliance with the requirements of 

this Special Condition must be shown 

by test or analysis, with the concurrence 

of the Wichita Aircraft Certification 

Office. 

Issued in Kansas City, Missouri on May 9, 

2016. 

Pat Mullen, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2016–11502 Filed 5–13–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2462; Directorate 

Identifier 2014–NM–224–AD; Amendment 

39–18515; AD 2016–10–04] 

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 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. This AD was prompted 

by reports of cracked antenna support 

channels, skin cracking underneath the 

number 2 very high frequency (VHF) 

antenna, and cracking in the frames 

attached to the internal support 

structure. This AD requires repetitive 

inspections to determine the condition 

of the skin and the internal support 

structure, and follow-on actions 

including corrective action as necessary. 

We are issuing this AD to detect and 

correct skin cracking of the fuselage. 

Such cracking could result in separation 

of the number 2 VHF antenna from the 

airplane and rapid depressurization of 

the cabin. 

DATES: This AD is effective June 20, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 20, 2016. 

ADDRESSES: For service information 

identified in this final rule, 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 


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Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations 30167 

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–2015– 

2462. 

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–2015– 

2462; 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: 

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 by adding an AD that would 

apply to certain The Boeing Company 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. The 

NPRM published in the Federal 

Register on July 20, 2015 (80 FR 42756) 

(‘‘the NPRM’’). The NPRM was 

prompted by reports of cracked antenna 

support channels, skin cracking 

underneath the number 2 VHF antenna, 

and cracking in the frames attached to 

the internal support structure. The 

NPRM proposed to require repetitive 

inspections to determine the condition 

of the skin and the internal support 

structure, and follow-on actions 

including corrective action as necessary. 

We are issuing this AD to detect and 

correct skin cracking of the fuselage. 

Such cracking could result in separation 

of the number 2 VHF antenna from the 

airplane and rapid depressurization of 

the cabin. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. Boeing 

concurred with the NPRM. 

Request To Correct a Typographical 

Error in Paragraph (h)(4) of the 

Proposed AD 

Southwest Airlines requested that we 

correct a typographical error in 

paragraph (h)(4) of the proposed AD, 

which states that accomplishment of the 

preventative modification terminates 

the inspection required by ‘‘paragraphs 

(g), (g)(1), and (h)(2) of the AD.’’ 

Southwest Airlines noted that the 

NPRM does not contain paragraph 

(g)(1). Southwest Airlines concluded 

that this appears to be a typographical 

error and the references to paragraphs 

(g) and (g)(1) of the proposed AD should 

be to paragraphs (h) and (h)(1) of the 

proposed AD, similar to what is stated 

in paragraph (k)(3) of the proposed AD. 

British Airways stated that it has 

identified a potential contradiction 

between paragraphs (h)(4) and (k)(3) of 

the proposed AD. British Airways stated 

that paragraph (h)(4) of the proposed AD 

refers to paragraph (h)(2), whereas 

paragraph (k)(3) of the proposed AD 

refers to paragraphs (h), (h)(1), and 

(h)(2) of the proposed AD. 

We agree to revise paragraph (h)(4) of 

this AD because there is a typographical 

error. We have changed the references 

in paragraph (h)(4) of this AD to specify 

paragraphs (h), (h)(1), and (h)(2) of this 

AD. This change resolves the 

contradiction noted by British Airways. 

Request a Provision To Terminate 

Inspections Required by Paragraph (h) 

of the Proposed AD 

Southwest Airlines requested that we 

provide a provision to terminate the 

inspections required by paragraph (h) of 

the proposed AD for previously 

installed repairs that have received FAA 

approval. The commenter stated that 

these repairs would inhibit the 

inspections required by paragraph (h) of 

this AD. 

We do not agree with the commenter’s 

request because previously installed 

FAA-approved repairs may not have 

been designed to address the specified 

unsafe condition identified in this AD. 

We understand that some of these 

repairs may not allow inspection of the 

area specified in the AD; in those cases, 

the operator must request approval for 

an alternative method of compliance 

(AMOC) according to paragraph (m) of 

this AD. We have not revised this AD 

in this regard. 

Request To Add Terminating Action to 

Paragraphs (h)(1) and (h)(2) of the 

Proposed AD 

British Airways asked why the 

terminating action specified in 

paragraph (k)(3) of the proposed AD is 

not included in the text ‘‘until the 

accomplishment of paragraphs’’ 

references in paragraphs (h)(1) and 

(h)(2) of the proposed AD. We infer 

British Airways is requesting that we 

revise paragraphs (h)(1) and (h)(2) of the 

proposed AD. 

We agree with the commenter because 

installation of the preventive 

modification in accordance with 

paragraph (k)(3) of this AD is acceptable 

for terminating the repetitive 

inspections. In addition, we note the 

reference to paragraph (k)(1) of this AD 

in paragraph (h)(2) of this AD is 

redundant. We have made the following 

changes to this AD: 

• In paragraph (h)(1) of this AD, we 

specify to repeat the inspections ‘‘until 

the accomplishment of paragraph (k)(1), 

(k)(2), or (k)(3) of this AD, as 

applicable.’’ 

• In paragraph (h)(2) of this AD, we 

specify to repeat the inspections ‘‘until 

the accomplishment of paragraph (k)(2) 

or (k)(3) of this AD, as applicable.’’ 

Request To Correct the Language in 

Paragraph (h)(2) of the Proposed AD 

Southwest Airlines requested a 

correction to the language in paragraph 

(h)(2) of the proposed AD to add the 

term ‘‘as applicable’’ after the listed 

inspections. Southwest Airlines stated 

that there are multiple sections of Part 

2 of the Accomplishment Instructions of 

Boeing Special Attention Service 

Bulletin 737–53–1159, Revision 1, dated 

October 20, 2014. Southwest Airlines 

noted that each group/configuration has 

its own Part 2 instructions and that 

Groups 3 through 6, Configurations 2 

and 3, do not contain instructions for 

internal detailed inspections or internal 

high frequency eddy current 

inspections. 

We agree with the commenter because 

certain inspections are applicable to 

only certain configurations. We have 

added the language ‘‘as applicable’’ to 

paragraph (h)(2) of this AD. 

Request To Revise Certain Paragraphs 

To Include a Terminating Action for the 

Preventive Modification 

Southwest Airlines requested that we 

revise paragraph (k)(2) of the proposed 

AD to include a statement that 

accomplishment of the repair specified 

in paragraph (h)(3) of the proposed AD 

also terminates the preventive 

modification specified in paragraph 


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30168 Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations 

(h)(4) of the proposed AD. Southwest 

Airlines stated that there is no language 

in the NPRM or Boeing Special 

Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 

2014, that states whether the 

preventative modification is required 

after the repair is installed. 

We do not agree with the commenter’s 

request because, for some airplane 

configurations, the repair only installs 

an external skin doubler and the 

preventative modification includes 

replacement of the internal support 

structure. For some airplane 

configurations, the preventive 

modification specified in Part 4 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1159, Revision 1, dated October 20, 

2014, is required after installation of the 

repair specified in Part 3 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1159, Revision 1, dated October 20, 

2014. We have not revised this AD in 

this regard. 

Request To Provide Statement for 

Terminating Actions in Paragraph 

(k)(2) of the Proposed AD 

Southwest Airlines requested that we 

revise paragraph (k)(2) of the proposed 

AD to specify the repair also terminates 

the initial inspections in paragraph (h) 

of the proposed AD. Southwest Airlines 

stated that the current statement in 

paragraph (k)(2) of the proposed AD 

does not address a terminating action 

for the initial inspection specified in 

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

proposed AD for aircraft that have 

previously installed the repair specified 

in paragraph (h)(3) of the proposed AD. 

We agree with the commenter’s 

request because repairs installed in 

accordance with Part 3 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

53–1159, Revision 1, dated October 20, 

2014, prior to the effective date of this 

AD, will not allow accomplishment of 

the initial inspections as specified in 

paragraph (h) of this AD. We revised 

paragraph (k)(2) of this AD to specify 

that accomplishment of the repair 

required by paragraph (h)(3) of this AD 

terminates the initial and repetitive 

inspections required in paragraphs (h), 

(h)(1), and (h)(2) of this AD. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

accomplishing Supplemental Type 

Certificate (STC) ST01219SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

be866b732f6cf31086257b9700692796/

$FILE/ST01219SE.pdf) does not affect 

the actions specified in the NPRM. 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

proposed AD as paragraph (c)(1) of this 

AD and added new paragraph (c)(2) to 

this AD to state that installation of STC 

ST01219SE does not affect the ability to 

accomplish the actions required by this 

AD. Therefore, for airplanes on which 

STC ST01219SE is installed, a ‘‘change 

in product’’ AMOC approval request is 

not necessary to comply with the 

requirements of 14 CFR 39.17. 

Change to Paragraph (j) of This AD 

We have revised paragraph (j) of this 

AD to clarify that the post-repair and 

post-modification inspections are 

airworthiness limitations that are 

required by maintenance and 

operational rules; therefore, these 

inspections are not required by this AD. 

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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

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 

We reviewed Boeing Special 

Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 

2014. The service information describes 

procedures for repetitive inspections to 

determine the condition of the skin and 

the internal support structure, and 

follow-on actions including corrective 

action as necessary. 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. 

Costs of Compliance 

We estimate that this AD affects 609 

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 

Inspections ..... 33 work-hours × $85 per hour = 

$2,805 per inspection cycle.

$0 $2,805 per inspection cycle ........... $1,708,245 per inspection cycle. 

We estimate the following costs to do 

any necessary repairs/modifications that 

would be required based on the results 

of the inspections. We have no way of 

determining the number of aircraft that 

might need these repairs/modifications. 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair and preventive modification .............................. 63 work-hours × $85 per hour = $5,355 ...................... $10,432 $15,787 

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 


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Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations 30169 

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): 

2016–10–04 The Boeing Company: 

Amendment 39–18515; Docket No. 

FAA–2015–2462; Directorate Identifier 

2014–NM–224–AD. 

(a) Effective Date 

This AD is effective June 20, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 737–100, –200, –200C, 

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

certificated in any category, as identified in 

Boeing Special Attention Service Bulletin 

737–53–1159, Revision 1, dated October 20, 

2014. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01219SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

be866b732f6cf31086257b9700692796/$FILE/

ST01219SE.pdf) does not affect the ability to 

accomplish the actions required by this AD. 

Therefore, for airplanes on which STC 

ST01219SE 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 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracked antenna support channels, skin 

cracking underneath the number 2 VHF 

antenna, and cracking in the frames attached 

to the internal support structure. We are 

issuing this AD to detect and correct skin 

cracking of the fuselage. Such cracking could 

result in separation of the number 2 VHF 

antenna from the airplane and rapid 

depressurization of the cabin. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Follow-On Actions: 

Group 1 

For airplanes identified as Group 1 in 

Boeing Special Attention Service Bulletin 

737–53–1159, Revision 1, dated October 20, 

2014: Within 120 days after the effective date 

of this AD, inspect for cracking at the number 

2 VHF antenna location, and do all 

applicable follow-on actions, using a method 

approved in accordance with the procedures 

specified in paragraph (m) of this AD. 

(h) Inspection and Follow-On Actions: 

Groups 2 Through 6, Configurations 1 

Through 3 

For airplanes identified as Groups 2 

through 6, Configurations 1 through 3 in 

Boeing Special Attention Service Bulletin 

737–53–1159, Revision 1, dated October 20, 

2014: Within 1,250 flight cycles after the 

effective date of this AD, do an external 

detailed inspection for cracking of the 

fuselage skin, as applicable, and do all 

applicable corrective actions, in accordance 

with Part 1 of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1159, Revision 1, 

dated October 20, 2014. Thereafter, at the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 737–53–1159, Revision 1, 

dated October 20, 2014, except as required by 

paragraph (l)(1) of this AD: Do all applicable 

actions specified in paragraphs (h)(1) through 

(h)(4) of this AD. 

(1) Repeat the Part 1 inspections specified 

in paragraph (h) of this AD until the 

accomplishment of paragraph (k)(1), (k)(2), or 

(k)(3) of this AD, as applicable. 

(2) Inspect for cracking at the number 2 

VHF antenna location using internal and 

external detailed inspections, internal and 

external high frequency eddy current (HFEC) 

inspections, and an HFEC open-hole 

inspection, as applicable, in accordance with 

Part 2 of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–53–1159, Revision 1, dated October 20, 

2014. Repeat the inspections until the 

accomplishment of paragraph (k)(2) or (k)(3) 

of this AD, as applicable. 

(3) Repair any crack found, in accordance 

with Part 3 of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1159, Revision 1, 

dated October 20, 2014, except as required by 

paragraph (l)(2) of this AD. 

(4) Do a preventive modification, in 

accordance with Part 4 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 2014, 

except as specified in paragraph (l)(2) of this 

AD. The accomplishment of this preventive 

modification terminates the inspections 

required by paragraphs (h), (h)(1), and (h)(2) 

of this AD. 

(i) Inspection and Follow-On Actions: 

Groups 3 Through 6, Configuration 4 

For airplanes identified as Groups 3 

through 6, Configuration 4, in Boeing Special 

Attention Service Bulletin 737–53–1159, 

Revision 1, dated October 20, 2014: At the 

applicable time specified in table 10 of 

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

Special Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 2014, 

except as required by paragraph (l)(1) of this 

AD, do an external detailed inspection for 

cracking at the outer row of fasteners 

common to the internal repair doubler, and 

do an internal general visual inspection for 

cracking on the modified internal support 

structure of the number 2 VHF antenna, skin, 

and surrounding stringers, channel, and 

frames, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 2014. 

(1) If any cracking is found, before further 

flight, repair using a method approved in 

accordance with the procedures specified in 

paragraph (m) of this AD. 

(2) If no cracking is found, repeat the 

inspections at the time specified in table 10 

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

Special Attention Service Bulletin 737–53– 

1159, Revision 1, dated October 20, 2014. 


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30170 Federal Register / Vol. 81, No. 94 / Monday, May 16, 2016 / Rules and Regulations 

(j) Post Repair/Post Modification Inspections 

Tables 7 through 9 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 737–53–1159, Revision 1, 

dated October 20, 2014, specify post-repair 

and post-modification airworthiness 

limitation inspections in compliance with 14 

CFR 25.571(a)(3) at the repaired and 

modified locations, which support 

compliance with 14 CFR 121.1109(c)(2) or 

129.109(b)(2). As airworthiness limitations, 

these inspections are required by 

maintenance and operational rules. It is 

therefore unnecessary to mandate them in 

this AD. Deviations from these inspections 

require FAA approval, but do not require an 

alternative method of compliance. 

(k) Terminating Action Provisions 

The following describes terminating action 

for the airplane groups and configurations, as 

identified in Boeing Special Attention 

Service Bulletin 737–53–1159, Revision 1, 

dated October 20, 2014. 

(1) For airplanes in Group 2, Configuration 

2; and Groups 3 through 6, Configuration 2: 

Accomplishment of the inspections specified 

in paragraph (h)(2) of this AD terminates the 

repetitive inspection requirements of 

paragraph (h)(1) of this AD. 

(2) For airplanes in Group 2, Configuration 

1; and Groups 3 through 6, Configurations 1, 

2, and 3: Accomplishment of the repair 

specified in paragraph (h)(3) of this AD 

terminates the initial and repetitive 

inspections specified in paragraphs (h), 

(h)(1), and (h)(2) of this AD. 

(3) For airplanes in Group 2, Configuration 

1; and Groups 3 through 6, Configurations 1 

and 3: Accomplishment of the preventive 

modification specified in paragraph (h)(4) of 

this AD terminates the initial and repetitive 

inspections specified in paragraphs (h), 

(h)(1), and (h)(2) of this AD. 

(l) Exception to Service Bulletin 

Specifications 

(1) Where Boeing Special Attention Service 

Bulletin 737–53–1159, Revision 1, dated 

October 20, 2014, specifies a compliance 

time ‘‘after the Revision 1 date of this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(2) Where Boeing Special Attention Service 

Bulletin 737–53–1159, Revision 1, dated 

October 20, 2014, specifies to contact Boeing 

for appropriate action, and specifies that 

action as ‘‘RC’’ (Required for Compliance): 

Before further flight, repair the cracking 

using a method approved in accordance with 

the procedures specified in paragraph (m) of 

this AD. 

(m) 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 (n) 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, 

modification, or alteration required by this 

AD if it is approved by Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) that has been 

authorized by the Manager, Los Angeles 

ACO, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Except as required by paragraph (l)(2) 

of this AD, for service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (m)(4)(i) and (m)(4)(ii) apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(n) Related Information 

For more information about this AD, 

contact Jennifer Tsakoumakis, Aerospace 

Engineer, Airframe Branch, ANM–120L, 

FAA, Los Angeles ACO, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5264; fax: 562–627–5210; 

email: jennifer.tsakoumakis@faa.gov. 

(o) 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 737–53–1159, Revision 1, dated 

October 20, 2014. 

(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 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 May 4, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–11200 Filed 5–13–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3141; Directorate 

Identifier 2014–NM–242–AD; Amendment 

39–18516; AD 2016–10–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 757 airplanes. 

This AD was prompted by a report of 

cracking in the fuselage frame. This AD 

requires inspections for cracking in the 

fuselage frame, left and right sides, and 

repair if necessary. We are issuing this 

AD to detect and correct fuselage frame 

fatigue cracking. Such cracking could 

result in loss of structural integrity and 

the inability to sustain loading 

conditions. 

DATES: This AD is effective June 20, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 20, 2016. 

ADDRESSES: For service information 

identified in this final rule, 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–2015– 

3141. 


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