45034 Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 

document by which a Federal agency 

makes know its intentions to award 

discretionary grants or cooperative 

agreements, usually as a result of 

competition for funds. FOA 

announcements may be known as 

program announcements, notices of 

funding availability, solicitations, or 

other names depending on the agency 

and type of program. FOA 

announcements can be found at 

www.Grants.gov in the Search Grants 

tab and on the funding agency’s or 

program’s website. 

* * * * * 

■ 14. Revise § 1776.6 to read as follows: 

§ 1776.6 Funding availability. 

A FOA will be posted to 

www.Grants.gov in fiscal years that 

funds are available for this program. The 

FOA will establish the period during 

which applications for such funds may 

be submitted for consideration. 

■ 15. Amend § 1776.8 by revising 

paragraph (d) to read as follows: 

§ 1776.8 Methods for submitting 

applications. 

* * * * * 

(d) The methods of submitting 

applications may be changed from time 

to reflect changes in addresses and 

electronic submission procedures. The 

applicant should refer to the most recent 

FOA for notice of any such changes. In 

the event of any discrepancy, the most 

recent FOA must be followed. 

PART 1783—REVOLVING FUNDS FOR 

FINANCING WATER AND 

WASTEWATER PROJECTS 

(REVOLVING FUND PROGRAM) 

■ 16. The authority citation for part 

1783 continues to read as follows: 

Authority: 7 U.S.C. 1926 (a)(2)(B). 

Subpart A—General 

■ 17. Amend § 1783.3 by adding a 

definition for ‘‘Funding opportunity 

announcement’’ in alphabetical order to 

read as follows: 

§ 1783.3 What definitions are used in this 

regulation? 

* * * * * 

Funding opportunity announcement 

(FOA) means a publicly available 

document by which a Federal agency 

makes know its intentions to award 

discretionary grants or cooperative 

agreements, usually as a result of 

competition for funds. FOA 

announcements may be known as 

program announcements, notices of 

funding availability, solicitations, or 

other names depending on the agency 

and type of program. FOA 

announcements can be found at 

Grants.gov in the Search Grants tab and 

on the funding agency’s or program’s 

website. 

* * * * * 

Subpart B—Revolving Loan Program 

Grants 

■ 18. Revise § 1783.6 to read as follows: 

§ 1783.6 When will applications for grants 

be accepted? 

A FOA will be posted to 

www.Grants.gov in fiscal years that 

funds are available for this program. The 

FOA will establish the period during 

which applications for such funds may 

be submitted for consideration. 

■ 19. Amend § 1783.8 by revising the 

second sentence of paragraph (c) to read 

as follows: 

§ 1783.8 What are the acceptable methods 

for submitting applications? 

* * * * * 

(c) * * * Applicants should refer to 

the most recent FOA for notice of any 

such changes. In the event of any 

discrepancy, the information contained 

in the FOA must be followed. * * * 

Dated: August 27, 2018. 

Christopher A. McLean, 

Acting Administrator, Rural Utilities Service. 

[FR Doc. 2018–19199 Filed 9–4–18; 8:45 am] 

BILLING CODE 3410–15–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–0309; Special 

Conditions No. 25–594A–SC] 

Special Conditions: The Boeing 

Company (Boeing) Model 747–8 

Airplane, Dynamic Test Requirements 

for Single-Occupant, Oblique (SideFacing) Seats, With or Without Airbag 

Devices or 3-Point Restraints 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Amended final special 

conditions; request for comments. 

SUMMARY: These amended special 

conditions are issued for the Boeing 

Model 747–8 airplane. This amendment 

states that the Boeing Model 747–8 

airplane oblique (side-facing) seats may 

be installed at an angle of 18 to 45 

degrees to the airplane centerline and 

may include a 3-point or airbag restraint 

system, or both, for occupant restraint 

and injury protection. Additionally, this 

amendment changes paragraphs 4 

through 8 of the special conditions 

section. This airplane will have novel or 

unusual design features when compared 

to the state of technology envisioned in 

the airworthiness standards for 

transport category airplanes. These 

design features are oblique (side-facing) 

single-occupant seats equipped with or 

without airbag devices or 3-point 

restraints. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for these 

design features. These special 

conditions contain the additional safety 

standards the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: This action is effective on Boeing 

on September 5, 2018. Send comments 

on or before October 22, 2018. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2015–0309 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, 

DC, 20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE, Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket website, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478). 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE, Washington, 


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Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 45035 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, Airframe and Cabin Safety 

Section, AIR–675, Transport Standards 

Branch, Policy and Innovation Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 2200 South 

216th Street, Des Moines, Washington 

98198; telephone and fax 206–231– 

3214; email John.Shelden@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been published in the Federal 

Register for public comment in several 

prior instances with no substantive 

comments received. The FAA therefore 

finds it unnecessary to delay the 

effective date and finds that good cause 

exists for making these special 

conditions effective upon publication in 

the Federal Register. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On February 3, 2014, Boeing applied 

for an amendment to Type Certificate 

no. A20WE to allow installation of 

single-occupant, oblique (side-facing) 

seats with or without airbag devices or 

3-point restraints in the Boeing Model 

747–8 airplanes. 

Boeing requested special conditions 

to allow installation of oblique businessclass passenger seats in the Boeing 

Model 747–8 airplane. The seating 

configuration Boeing proposes in 

Certification Plan no. 15090, 

‘‘Installation of Business Class Zodiac 

Seats and Furniture for 747–8 TRX 

RC076,’’ consists of Zodiac Cirrus III 

model oblique (side-facing), pod-style, 

business-class seats (with surrounding 

shells and front-row furniture) installed 

at an angle of up to 30 degrees to the 

airplane longitudinal centerline. These 

seats will include inflatable restraint 

(airbag) systems for occupant restraint 

and injury protection. 

On November 22, 2017, Boeing 

applied for a change to Type Certificate 

No. A20WE for the installation of 

oblique (side-facing) passenger seats and 

surrounding furniture in the Boeing 

Model 747–8 airplane. These oblique 

(side-facing) seats may be installed at an 

angle of 18 to 45 degrees to the airplane 

centerline and may include a 3-point or 

airbag restraint system, or both, for 

occupant restraint and injury protection. 

The Boeing Model 747–8 airplane is 

a four-engine, transport category 

airplane with a maximum certified 

passenger capacity of 605, and a 

maximum takeoff weight of 987,000 lbs. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Boeing must show that the Model 747– 

8 airplane meets the applicable 

provisions of the regulations listed in 

Type Certificate no. A20WE, or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. The regulations listed 

in the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

listed in Type Certificate no. A20WE are 

as follows: 

14 CFR part 25, Amendments 25–1 

through 25–120, with exceptions 

permitted by § 21.101. In addition, the 

certification basis includes certain 

special conditions, exemptions, or later 

amended sections of the applicable part 

that are not relevant to these special 

conditions. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for Boeing Model 747–8 airplanes 

because of a novel or unusual design 

feature, special conditions are 

prescribed under § 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, or should any other 

model already included on the same 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. In addition to the 

applicable airworthiness regulations 

and special conditions, the Boeing 

Model 747–8 airplane must comply 

with the fuel-vent and exhaust-emission 

requirements of 14 CFR part 34, and the 

noise-certification requirements of 14 

CFR part 36. 

The FAA issues special conditions as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The business-class seating 

configuration Boeing proposes is novel 

or unusual due to the seat installation 

at 30 degrees to the airplane centerline, 

the airbag-system installation, and the 

seat/occupant interface with the 

surrounding furniture that introduces 

occupant alignment and loading 

concerns. The proposed business-class 

seating configuration also is beyond the 

limits of current acceptable equivalentlevel-of-safety findings. These oblique 

(side-facing) seats may be installed at an 

angle of 18 to 45 degrees to the airplane 

centerline and may include a 3-point or 

airbag restraint system, or both, for 

occupant restraint and injury protection. 

The existing regulations do not 

provide adequate or appropriate safety 

standards for occupants of obliqueangled seats with airbag systems. To 

provide a level of safety that is 

equivalent to that afforded occupants of 

forward- and aft-facing seats, additional 

airworthiness standards, in the form of 

special conditions, are necessary. These 

special conditions supplement part 25 

and, more specifically, supplement 

§§ 25.562 and 25.785. The requirements 

contained in these special conditions 

consist of both test conditions and 

injury pass/fail criteria. 

Discussion 

The FAA has been conducting and 

sponsoring research on appropriate 

injury criteria for oblique (side-facing) 

seat installations. However, the FAA 

research program is not complete and 

we may update these criteria as we 

obtain further research results. To 

reflect current research findings, the 

FAA issued policy statement PS–ANM– 

25–03–R1 to update injury criteria for 

fully side facing seats, and the policy 

statement PS–AIR–25–27, to define 

injury criteria for oblique (side-facing) 

seats. 

The proposed Boeing Model 747–8 

airplanes business-class seat installation 

is novel such that the current Boeing 

Model 747–8 airplane certification basis 

does not adequately address protection 

of the occupant’s neck and spine for seat 

configurations that are positioned at an 

angle greater than 18 degrees from the 

airplane centerline. These special 

conditions for oblique (side-facing) seat 

installations do not adequately address 

oblique seats, reflecting the current 

research results, with or without 3-point 

or airbag restraint systems. Therefore, 

Boeing’s proposed configuration will 

require amended special conditions. 

The installation of passenger seats at 

angles of 18 to 45 degrees to the airplane 

centerline are unique due to the seat/ 


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45036 Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 

occupant interface with the surrounding 

furniture that introduces occupant 

alignment/loading concerns with or 

without the installation of a 3-point or 

airbag restraint system, or both. Ongoing research has invalidated 

previously released special conditions 

for oblique seat installations. These 

updated special conditions further 

address potential injuries to the 

occupant’s neck and spine. As a result, 

this special condition replaces special 

condition 25–594–SC. 

FAA-sponsored research has found 

that an un-restrained flailing of the 

upper torso, even when the pelvis and 

torso are nearly aligned, can produce 

serious spinal and torso injuries. At 

lower impact severities, even with 

significant misalignment between the 

torso and pelvis, these injuries did not 

occur. Tests with an FAA H–III 

anthropomorphic test device (ATD) 

have identified a level of lumbar spinal 

tension corresponding to the no-injury 

impact severity. This level of tension is 

included as a limit in the special 

conditions. The spine tension limit 

selected is conservative with respect to 

other aviation injury criteria since it 

corresponds to a no-injury loading 

condition. 

As noted in the special conditions for 

each airbag restraint system, because an 

airbag restraint system is essentially a 

single use device, there is the potential 

that it could deploy under crash 

conditions that are not sufficiently 

severe as to require head injury 

protection from the airbag restraint 

system. Since an actual crash is 

frequently composed of a series of 

impacts before the airplane comes to 

rest, this could render the airbag 

restraint system useless if a larger 

impact follows the initial impact. This 

situation does not exist with energy 

absorbing pads or upper torso restraints, 

which tend to provide protection 

according to the severity of the impact. 

Therefore, the installation of the airbag 

restraint system should be such that the 

airbag restraint system will provide 

protection when it is required, and will 

not expend its protection when it is not 

needed. 

Because these airbag restraint systems 

may or may not activate during various 

crash conditions, the injury criteria 

listed in these special conditions and in 

§ 25.562 must be met in an event that is 

slightly below the activation level of the 

airbag restraint system. If an airbag 

restraint system is included with the 

oblique seats, the system must meet the 

requirements in one of the airbag 

(inflatable restraint) special conditions 

applicable to the Boeing Model 747–8 

airplane. 

These amended special conditions 

will provide head injury criteria, neck 

injury criteria, spine injury criteria, and 

body-to-wall contact criteria. They 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 747–8 airplanes. Should Boeing 

apply at a later date for a change to the 

type certificates to include another 

model incorporating the same novel or 

unusual design feature, or should any 

other model already included on the 

same type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to the other model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

airplane. It is not a rule of general 

applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon publication in 

the Federal Register. The FAA is 

requesting comments to allow interested 

persons to submit views that may not 

have been submitted in response to the 

prior opportunities for comment 

described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, 44704. 

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 the Boeing Model 

747–8 airplane. 

Side-Facing Seats Special Conditions 

In addition to the requirements of 

§ 25.562: 

1. Head Injury Criteria: 

Compliance with § 25.562(c)(5) is 

required, except that, if the ATD has no 

apparent contact with the seat/structure 

but has contact with an airbag, a headinjury criterion (HIC) unlimited score in 

excess of 1000 is acceptable, provided 

the HIC15 score (calculated in 

accordance with 49 CFR 571.208) for 

that contact is less than 700. 

2. Body-to-Wall/Furnishing Contact: 

If a seat is installed aft of structure 

(e.g., an interior wall or furnishing) that 

does not provide a homogenous contact 

surface for the expected range of 

occupants and yaw angles, then 

additional analysis and/or test(s) may be 

required to demonstrate that the injury 

criteria are met for the area that an 

occupant could contact. For example, if 

different yaw angles could result in 

different airbag performance, then 

additional analysis or separate test(s) 

may be necessary to evaluate 

performance. 

3. Neck Injury Criteria: 

The seating system must protect the 

occupant from experiencing serious 

neck injury. The assessment of neck 

injury must be conducted with the 

airbag device activated, unless there is 

reason to also consider that the neckinjury potential would be higher for 

impacts below the airbag-device 

deployment threshold. 

a. The Nij (calculated in accordance 

with 49 CFR 571.208) must be below 

1.0, where Nij = Fz/Fzc + My/Myc, and Nij

critical values are: 

i. Fzc = 1,530 lb for tension 

ii. Fzc = 1,385 lb for compression 

iii. Myc = 229 lb-ft in flexion 

iv. Myc = 100 lb-ft in extension 

b. In addition, peak Fz must be below 

937 lb in tension and 899 lb in 

compression. 

c. Rotation of the head about its 

vertical axis, relative to the torso, is 

limited to 105 degrees in either 

direction from forward-facing. 

d. The neck must not impact any 

surface that would produce 

concentrated loading on the neck. 

4. Spine and Torso Injury Criteria: 

a. The lumbar spine tension (Fz) 

cannot exceed 1200 lb. 

b. Significant concentrated loading on 

the occupant’s spine, in the area 

between the pelvis and shoulders 

during impact, including rebound, is 

not acceptable. During this type of 

contact, the interval for any rearward (X 

direction) acceleration exceeding 20g 

must be less than 3 milliseconds as 

measured by the thoracic 


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Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 45037 

instrumentation specified in 49 CFR 

part 572, subpart E filtered in 

accordance with SAE International 

(SAE) recommended practice J211/1, 

‘‘Instrumentation for Impact Test—Part 

1—Electronic Instrumentation.’’ 

c. The occupant must not interact 

with the armrest or other seat 

components in any manner significantly 

different than would be expected for a 

forward-facing seat installation. 

5. Pelvis Criteria: 

Any part of the load-bearing portion 

of the bottom of the ATD pelvis must 

not translate beyond the edges of the 

seat bottom seat-cushion supporting 

structure. 

6. Femur Criteria: 

Axial rotation of the upper leg (about 

the z-axis of the femur per SAE 

Recommended Practice J211/1) must be 

limited to 35 degrees from the nominal 

seated position. Evaluation during 

rebound does not need to be considered. 

7. ATD and Test Conditions: 

Longitudinal tests conducted to 

measure the injury criteria above must 

be performed with the FAA Hybrid III 

ATD, as described in SAE 1999–01– 

1609, ‘‘A Lumbar Spine Modification to 

the Hybrid III ATD for Aircraft Seat 

Tests.’’ The tests must be conducted 

with an undeformed floor, at the mostcritical yaw cases for injury and with all 

lateral structural supports (e.g. armrests 

or walls) installed. 

Note: Boeing must demonstrate that 

the installation of seats via plinths or 

pallets meets all applicable 

requirements. Compliance with the 

guidance contained in policy 

memorandum PS–ANM–100–2000– 

00123, ‘‘Guidance for Demonstrating 

Compliance with Seat Dynamic Testing 

for Plinths and Pallets,’’ dated February 

2, 2000, is acceptable to the FAA. 

8. Inflatable Airbag Restraint Systems 

Special Conditions: 

If inflatable airbag restraint systems 

are installed, the airbag systems must 

meet the requirements in one of the 

airbag (inflatable restraint) special 

conditions applicable to the Boeing 

Model 747–8 airplane. 

Issued in Des Moines, Washington, on 

August 22, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–19216 Filed 9–4–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2018–0335; Special 

Conditions No. 25–725–SC] 

Special Conditions: Bombardier Inc., 

Model BD–700–2A12 and BD–700– 

2A13 Series Airplanes; Flight Envelope 

Protection: High Incidence Protection 

System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

correction. 

SUMMARY: The FAA is correcting an 

error that appeared in the Federal 

Register on May 1, 2018, for special 

conditions No. 25–725–SC, Docket No. 

FAA–2018–0335. As published, there 

was an error in the citation and the 

correct citation has been added. 

DATES: Effective on Bombardier on 

September 5, 2018. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, Airplane and Flight Crew 

Interface, AIR–671, Transport Standards 

Branch, Policy and Innovation Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 2200 South 

216th Street, Des Moines, Washington 

98198; telephone and fax 206–231– 

3158; email Joe.Jacobsen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On April 25, 2018, the FAA issued 

Special Conditions No. 25–725–SC, 

Docket No. FAA–2018–0335, which was 

published in the Federal Register on 

May 1, 2018 (83 FR 18934). Those 

special conditions pertain to the high 

incidence protection system that 

replaces the stall warning system during 

normal operating conditions, prohibits 

the airplane from stalling, limits the 

angle of attack at which the airplane can 

be flown during normal low speed 

operation, and cannot be overridden by 

the flight crew for Bombardier Model 

BD–700–2A12 and BD–700–2A13 series 

airplanes. As published, part II, 

paragraph 7 of the final special 

conditions cited § 25.143(j)(2)(i) instead 

of § 25.143(j)(1). There are no 

substantive changes to the document 

and it was apparent that § 25.143(j)(1) 

should have been referenced from the 

beginning. 

Correction 

In the final special conditions 

document FR Doc. 2018–09126 (Filed 

4–30–2018; 8:45 a.m.), published on 

May 1, 2018 (83 FR 18934), make the 

following correction: 

On page 18938, column 2, under part 

II, paragraph 7, correct 

‘‘§ 25.143(j)(2)(i)’’ to read 

‘‘§ 25.143(j)(1)’’. 

Issued in Des Moines, Washington, on 

August 27, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–19215 Filed 9–4–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2018–0163; Product 

Identifier 2017–NM–168–AD; Amendment 

39–19386; AD 2018–18–07] 

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 757 

airplanes. This AD was prompted by an 

evaluation by the design approval 

holder (DAH) indicating that the 

longitudinal lap splices of the fuselage 

skin are subject to widespread fatigue 

damage (WFD). This AD requires 

repetitive inspections of the 

longitudinal lap splices of the fuselage 

skin for cracking and protruding 

fasteners, and applicable corrective 

actions. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective October 10, 

2018. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of October 10, 2018. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet 

https://www.myboeingfleet.com. You 

may view this service information at the 

FAA, Transport Standards Branch, 2200 

South 216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 


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