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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45038 Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 

It is also available on the internet at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2018– 

0163. 

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–2018– 

0163; or in person at Docket Operations 

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

through Friday, except Federal holidays. 

The AD docket contains this final rule, 

the regulatory evaluation, any 

comments received, and other 

information. The address for Docket 

Operations (phone: 800–647–5527) is 

Docket Operations, 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: 

David Truong, Aerospace Engineer, 

Airframe Section, Los Angeles ACO 

Branch, FAA, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5224; fax: 562–627– 

5210; email: david.truong@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 757 airplanes. The NPRM 

published in the Federal Register on 

March 2, 2018 (83 FR 8951). The NPRM 

was prompted by an evaluation by the 

DAH indicating that the longitudinal lap 

splices of the fuselage skin are subject 

to WFD. The NPRM proposed to require 

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 fatigue cracking of the 

longitudinal lap splices of the fuselage 

skin, which could result in reduced 

structural integrity of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this final rule. 

The following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. United 

Airlines concurs with the actions in the 

NPRM. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

accomplishing the supplemental type 

certificate (STC) ST01518SE does not 

affect the actions specified in the 

NPRM. 

We agree with the commenter. We 

have redesignated paragraph (c) of the 

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

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

AD to state that installation of STC 

ST01518SE does not affect the ability to 

accomplish the actions required by this 

AD. Therefore, for airplanes on which 

STC ST01518SE 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. 

Request for Exception for Inspections of 

Existing FAA-Approved Repairs 

Delta Air Lines (Delta) asked that we 

add an exception to allow existing FAAapproved repairs to be exempt from 

inspections. Delta stated that the note in 

Boeing Alert Service Bulletin 757– 

53A0104, dated November 6, 2017, only 

specifies certain Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) approved repairs 

are exempt from inspections. Delta 

stated that limiting approval of this 

exception to the Boeing ODA only 

would mean that operators would have 

to request an alternative method of 

compliance to apply this inspection 

exception to any other FAA-approved 

repairs covering an affected inspection 

area. 

We agree with the commenter’s 

request to allow existing FAA-approved 

repairs to be exempt from inspections, 

for the reasons provided. We have 

added paragraph (h)(3) of this AD, 

under ‘‘Exceptions to Service 

Information Specifications,’’ to include 

that exception. 

Request To Include a Repair Method 

for Crack Findings 

Boeing asked that a statement be 

included in the proposed AD to 

specifically require repair of crack 

findings during inspections using a 

method approved in accordance with 

the procedures in paragraph (i) of the 

proposed AD. Boeing noted that this 

statement is provided in AD 2016–15– 

04, Amendment 39–18595 (81 FR 

49873, July 29, 2016), which includes 

lap splice widespread fatigue damage 

inspection requirements. Boeing added 

that this statement will make it clear 

and consistent with the intent of the 

repair instructions specified in the 

referenced service information. 

We acknowledge the commenter’s 

request. However, the requirement to 

repair cracks found during any 

inspections required by this AD is 

implicit in the requirements of 

paragraph (h)(2) of this AD. Unlike the 

previous AD referenced by Boeing, this 

AD uses high-level language and 

requires accomplishment of the RC 

(required for compliance) steps in the 

service information, which include the 

inspection and repair actions. Boeing 

Alert Service Bulletin 757–53A0104, 

dated November 6, 2017, specifies to 

contact Boeing for repair instructions, as 

well as to contact Boeing for crack 

repair instructions or alternate 

inspection instructions, depending on 

the condition found. Paragraph (h)(2) of 

this AD requires operators to use a 

method approved in accordance with 

the procedures in paragraph (i) of this 

AD when the service information 

specifies to contact Boeing. Therefore, 

there is no need to include an additional 

statement to specifically require repair 

of crack findings during inspections 

using a method approved in accordance 

with the procedures in paragraph (i) of 

this AD. For clarity, we have revised the 

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

to match the language for the conditions 

specified in Boeing Alert Service 

Bulletin 757–53A0104, dated November 

6, 2017. 

Request To Change or Omit Certain 

Inspections 

VT Mobile Aerospace Engineering 

(MAE), Inc., (VT MAE) and FedEx 

Express (FedEx) asked that we omit or 

change certain lap splice inspection 

areas. FedEx stated that its fleet of 

Model 757–200 airplanes was converted 

to a configuration similar to that of 

Model 757–200 special freighter 

airplanes, in accordance with the VT 

MAE STCs. VT MAE stated that Boeing 

Alert Service Bulletin 757–53A0104, 

dated November 6, 2017, identifies the 

FedEx Model 757–200 fleet as Groups 1, 

3, and 4 airplanes, and certain lap splice 

inspection areas defined for those 

groups have been modified in 

accordance with the STCs. VT MAE 

added that the proposed inspections do 

not apply to those airplanes, or have 

reduced repetitive inspection intervals 

from those specified in Boeing Alert 

Service Bulletin 757–53A0104, dated 

November 6, 2017. 

We acknowledge the commenter’s 

requests. However, we do not consider 

it appropriate to include various 

provisions in an AD applicable only to 

individual airplane configurations or to 

a single operator’s unique use of an 

affected airplane. Under the provisions 

of paragraph (i) of this AD, we will 

consider requests for approval of 

AMOCs for the inspection areas and 

repetitive inspection intervals if 

sufficient data are submitted to 

substantiate that the AMOC would 

provide an acceptable level of safety. 


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Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 45039 

We have not changed this AD in this 

regard. 

Request To Include Repair Guidelines 

and Inspection Procedures 

Delta stated that while Boeing may 

not be able to include repair 

instructions for fuselage skin cracking at 

the longitudinal lap joints in all areas, 

repair guidelines should be included in 

Boeing Alert Service Bulletin 757– 

53A0104, dated November 6, 2017, so 

that operators can start damage 

containment and initial repair actions 

until specific repair instructions are 

received from Boeing. 

We acknowledge the commenter’s 

concern. However, the referenced 

service information does refer to certain 

sections in the 757 Nondestructive Test 

(NDT) Manual to provide guidance for 

fuselage skin cracking conditions. 

Although operators may refer to the 

NDT for guidance, the repair must be 

done using a method approved in 

accordance with the procedures 

specified in paragraph (i) of this AD, as 

specified in paragraph (h)(2) of this AD. 

Also, waiting for Boeing to change the 

service information to include 

additional repair guidelines would 

delay the release of the AD, and the 

unsafe condition would not be 

addressed in a timely manner. 

Therefore, we have not changed this AD 

in this regard. 

Delta also asked that alternative 

inspection procedures for protruding 

head fasteners be included in the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–53A0104, 

dated November 6, 2017, so that an 

AMOC request is not necessary. 

We do not agree with the commenter’s 

request that Boeing revise the service 

information to include alternative 

inspection procedures for protruding 

head fasteners. Waiting for Boeing to 

change the service information to 

include alternative inspection 

procedures would delay the release of 

the AD, and the unsafe condition would 

not be addressed in a timely manner. 

Therefore, we have not changed this AD 

in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule 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 

addressing 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 final rule. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 757–53A0104, dated November 

6, 2017. The service information 

describes procedures for visual and 

eddy current inspections of the 

longitudinal lap splices of the fuselage 

skin for cracking and protruding head 

fasteners. 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 509 

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 ........................ 367 work-hours × $85 per hour = 

$31,195 per inspection cycle.

$0 $31,195 per inspection 

cycle.

$15,878,255 per inspection cycle. 

We have received no definitive data 

that will enable us to provide cost 

estimates for the on-condition repairs 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes and associated appliances to 

the Director of the System Oversight 

Division. 

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: 


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45040 Federal Register / Vol. 83, No. 172 / Wednesday, September 5, 2018 / Rules and Regulations 

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): 

2018–18–07 The Boeing Company: 

Amendment 39–19386; Docket No. 

FAA–2018–0163; Product Identifier 

2017–NM–168–AD. 

(a) Effective Date 

This AD is effective October 10, 2018. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 757–200, –200PF, –200CB, 

and –300 series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 757–53A0104, dated 

November 6, 2017. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01518SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/312bc296830a925c

86257c85006d1b1f/$FILE/ST01518SE.pdf) 

does not affect the ability to accomplish the 

actions required by this AD. Therefore, for 

airplanes on which STC ST01518SE 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 an evaluation by 

the design approval holder indicating that 

the longitudinal lap splices of the fuselage 

skin are subject to widespread fatigue 

damage. We are issuing this AD to address 

fatigue cracking of the longitudinal lap 

splices of the fuselage skin, which could 

result in reduced structural integrity of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Except as specified in paragraph (h) of this 

AD: At the applicable times specified in 

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

Alert Service Bulletin 757–53A0104, dated 

November 6, 2017, do all applicable actions 

identified as ‘‘RC’’ (required for compliance) 

in, and in accordance with, the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–53A0104, dated 

November 6, 2017. 

(h) Exceptions to Service Information 

Specifications 

(1) For purposes of determining 

compliance with the requirements of this AD, 

where Boeing Alert Service Bulletin 757– 

53A0104, dated November 6, 2017, uses the 

phrase ‘‘the original issue date of this service 

bulletin,’’ this AD requires using ‘‘the 

effective date of this AD.’’ 

(2) Where Boeing Alert Service Bulletin 

757–53A0104, dated November 6, 2017, 

specifies contacting Boeing for repair 

instructions, or contacting Boeing for crack 

repair instructions or alternate inspection 

instructions, and specifies that action as RC: 

This AD requires doing the repair, or the 

alternate inspection and applicable corrective 

actions, using a method approved in 

accordance with the procedures specified in 

paragraph (i) of this AD. 

(3) Inspections performed in accordance 

with Boeing Alert Service Bulletin 757– 

53A0104, dated November 6, 2017, are not 

necessary in areas where existing FAAapproved repairs cover the affected 

inspection areas; provided the outermost 

repair doubler extends a minimum of three 

rows of fasteners above and below the 

original group of lap splice fasteners subject 

to the inspection. Damage tolerance 

inspections specified for existing repairs 

must continue. Inspections outside of the 

repaired boundaries are still required as 

specified in Boeing Alert Service Bulletin 

757–53A0104, dated November 6, 2017. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO Branch, 

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 

certification office, send it to the attention of 

the person identified in paragraph (j) of this 

AD. Information may be emailed to: 9-ANMLAACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by the Boeing 

Commercial Airplanes Designation 

Authorization (ODA) that has been 

authorized by the Manager, Los Angeles ACO 

Branch, 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 (h)(2) 

of this AD: For service information that 

contains steps that are labeled as RC, the 

provisions of paragraphs (i)(4)(i) and (i)(4)(ii) 

of this AD 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. If a step or substep is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

substep. 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. 

(j) Related Information 

For more information about this AD, 

contact David Truong, Aerospace Engineer, 

Airframe Section, Los Angeles ACO Branch, 

FAA, 3960 Paramount Boulevard, Lakewood, 

CA 90712–4137; phone: 562–627–5224; fax: 

562–627–5210; email: david.truong@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 757– 

53A0104, dated November 6, 2017. 

(ii) Reserved. 

(3) For service information identified in 

this AD, 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. 

(4) 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. 

(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 Des Moines, Washington, on 

August 16, 2018. 

Michael Kaszycki, 

Acting Director, System Oversight Division, 

Aircraft Certification Service. 

[FR Doc. 2018–18995 Filed 9–4–18; 8:45 am] 

BILLING CODE 4910–13–P 


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