15654 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously for AD 

2013–07–07, Amendment 39–17411 (78 FR 

22182, April 15, 2013), are approved as 

AMOCs for the corresponding provisions of 

this AD. 

(n) Related Information 

For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6440; fax: 425–917–6590; 

email: Nancy.Marsh@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. 

(3) The following service information was 

approved for IBR on May 20, 2013 (78 FR 

22182, April 15, 2013). 

(i) Boeing Special Attention Service 

Bulletin 737–55–1093, dated April 9, 2012. 

(ii) Reserved. 

(4) For Boeing 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. 

(5) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

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

(6) 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 March 3, 

2014. 

Michael J. Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–05415 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0089; Directorate 

Identifier 2012–NM–166–AD; Amendment 

39–17806; AD 2014–06–02] 

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 747–400 

series airplanes. This AD was prompted 

by reports of auxiliary power unit (APU) 

faults due to power feeder cable chafing. 

This AD requires detailed inspections 

for damage of the APU power feeder 

cables; replacing the clamps and 

installing grommets; and related 

investigative and corrective actions if 

necessary. We are issuing this AD to 

detect and correct chafing of the APU 

power feeder cables within a flammable 

fluid leakage zone, which, with arcing, 

could result in fire and structural 

damage. 

DATES: This AD is effective April 25, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 25, 2014. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may 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. 

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–2013– 

0089; 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 

Docket 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: 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, Seattle Aircraft Certification 

Office, FAA, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425– 

917–6482; fax: 425–917–6590; email: 

georgios.roussos@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 747–400 series airplanes. The 

NPRM published in the Federal 

Register on February 7, 2013 (78 FR 

8999). The NPRM was prompted by 

reports of APU faults due to power 

feeder cable chafing. The NPRM 

proposed to require detailed inspections 

for damage of the APU power feeder 

cables; replacing the clamps and 

installing grommets; and related 

investigative and corrective actions if 

necessary. We are issuing this AD to 

detect and correct chafing of the APU 

power feeder cables within a flammable 

fluid leakage zone, which, with arcing, 

could result in fire and structural 

damage. 

Relevant Service Information 

Since we issued the NPRM (78 FR 

8999, February 7, 2013), we reviewed 

Boeing Service Bulletin 747–24A2360, 

Revision 2, dated October 2, 2013. (The 

NPRM referenced Boeing Service 

Bulletin 747–24A2360, Revision 1, 

dated May 2, 2012, as the appropriate 

source of service information for 

accomplishing the required actions.) 

Boeing Service Bulletin 747–24A2360, 

Revision 2, dated October 2, 2013, 

among other things, revises the 

recommended compliance time from 14 

months to 18 months. For information 

on the procedures and compliance 

times, see this service information at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2013– 

0089. 

We have determined that extending 

the compliance time, as recommended 

by the manufacturer, will not adversely 

affect safety. We have revised the 

compliance time in paragraph (g) of this 

AD accordingly. We have also revised 

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

to refer to Boeing Service Bulletin 747– 

24A2360, Revision 2, dated October 2, 

2013. 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15655 

In addition, we have revised 

paragraph (j) of this final rule to include 

Boeing Alert Service Bulletin 747– 

24A2360, Revision 1, dated May 2, 

2012, for credit for the actions required 

by paragraph (g) of this AD, if those 

actions were performed before the 

effective date of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 8999, 

February 7, 2013) and the FAA’s 

response to each comment. 

Request To Extend Compliance Time 

KLM Royal Dutch Airlines (KLM) 

requested that we revise the compliance 

time of the NPRM (78 FR 8999, February 

7, 2013) from 14 months to 36 months. 

KLM explained that due to the possible 

operational impact when damage is 

found, and since the Accomplishment 

Instructions of Boeing Service Bulletin 

747–24A2360, Revision 2, dated 

October 2, 2013, are performed with 

electrical power removed, the 

recommended maintenance check to 

perform Boeing Service Bulletin 747– 

24A2360, Revision 2, dated October 2, 

2013, is a C-check, and therefore 14 

months is not effective. 

We disagree with the request to 

extend the compliance time to 36 

months. Based on a review of the safety 

aspects and the potential impact to the 

affected fleet, in conjunction with the 

latest recommendation from Boeing, as 

discussed previously, we determined 

that an extension of the compliance 

time to 18 months for this final rule is 

appropriate. 

Request for Clarification of a Possible 

Process To Prevent Undoing the Actions 

Required by ADs 

United Airlines (UA) requested 

clarification of a possible process to 

prevent undoing the actions required by 

ADs. UA stated that clamp replacement 

could take place by non-routine 

maintenance after accomplishment of 

Boeing Alert Service Bulletin 747– 

24A2360, Revision 1, dated May 2, 

2012, and could undo the mandate of 

the NPRM (78 FR 8999, February 7, 

2013). UA asked if there are any means 

that this AD or future ADs will mandate 

a process to identify items/areas affected 

by the AD that may be followed by the 

industry and original equipment 

manufacturers (OEMs) so as not to undo 

the AD. 

We acknowledge that operators must 

prevent non-routine maintenance from 

impacting AD requirements. The FAA 

worked in conjunction with industry, 

under the Airworthiness Directives 

Implementation Aviation Rulemaking 

Committee (ARC), to enhance the AD 

system. One enhancement involves 

design approval holder (DAH) 

recommendations to evaluate the 

potential for undoing an AD-mandated 

configuration during all stages of design 

and development of service bulletins, 

maintenance documents, or Instructions 

for Continued Airworthiness (ICA). 

Refer to Advisory Circular (AC) 20–176, 

dated December 19, 2011 (http://

rgl.avs.faa.gov/Regulatory_and_

Guidance_Library/

rgAdvisoryCircular.nsf/0/

a78cc91a47b192278625796b0075f419/

$FILE/AC%2020-176.pdf). The DAH 

recommendations in this AC are 

voluntary. 

Also in response to the AD 

Implementation ARC, the FAA released 

AC 39–9, (http://www.faa.gov/

documentLibrary/media/Advisory_

Circular/AC%2039- 

9%20CHG%201.pdf). This AC includes 

guidance to operators for developing an 

AD management process that includes 

information about preventative 

measures to eliminate and/or mitigate 

the risk of altering the AD configuration. 

It is the responsibility of operators to 

apply necessary controls to maintain the 

airplane in accordance with the 

required configuration of an AD. 

However, given the variety of 

maintenance and inspection programs 

of affected operators, we do not believe 

it is necessary or appropriate to 

prescribe a particular process to ensure 

that operators fulfill this responsibility. 

We have made no changes to this final 

rule in this regard. 

Request for Clarification of Compliance 

Time 

Virgin Atlantic Airways (the 

commenter) requested that we clarify 

the compliance time of the NPRM (78 

FR 8999, February 7, 2013). The 

commenter explained that the 

compliance time is not clear because 

Boeing Alert Service Bulletin 747– 

24A2360, Revision 1, dated May 2, 

2012, states a recommended compliance 

time of 14 months from the date of 

Boeing Alert Service Bulletin 747– 

24A2360, Revision 1, dated May 2, 

2012, but that paragraph (h)(2) of the 

NPRM states, ‘‘this AD requires 

compliance within the specified 

compliance time after the effective date 

of this AD.’’ 

Boeing requested that we clarify the 

compliance time of the NPRM (78 FR 

8999, February 7, 2013). Boeing 

explained that paragraph (h)(2) of the 

NPRM states: ‘‘Where Boeing Alert 

Service Bulletin 747–24A2360, Revision 

1, dated May 2, 2012, specifies a 

compliance time after the date on the 

service bulletin, this AD requires 

compliance within the specified 

compliance time after the effective date 

of this AD.’’ Boeing stated that the 

compliance statement within Boeing 

Alert Service Bulletin 747–24A2360, 

Revision 1, dated May 2, 2012, states: 

‘‘Boeing recommends that the 

inspection, change and/or repair given 

in this service bulletin be done within 

14 months after the Revision 1 date of 

this service bulletin.’’ 

We agree to clarify the compliance 

time. The NPRM (78 FR 8999, February 

7, 2013) referred to the compliance 

times specified in Boeing Alert Service 

Bulletin 747–24A2360, Revision 1, 

dated May 2, 2012, except that where 

the service bulletin specifies a 

compliance time after the date on the 

service bulletin, this AD would require 

a compliance time within a specified 

compliance time after the effective date 

of this AD. In other words, where 

Boeing Alert Service Bulletin 747– 

24A2360, Revision 1, dated May 2, 

2012, specifies a compliance time of 

‘‘within 14 months after the Revision 1 

date of this service bulletin,’’ the NPRM 

would require a compliance time of 

‘‘within 14 months after the effective 

date of this AD.’’ However, as stated 

previously, we have extended the 

compliance time and stated it directly in 

paragraph (g) of this AD. 

Request To Revise Parts Installation 

Limitation 

Boeing requested that we revise the 

NPRM (78 FR 8999, February 7, 2013) 

to either remove the requirement in 

paragraph (i) of the NPRM, which only 

allows the use of part number (P/N) 

TA025097L16 clamps, or that we 

remove the size suffix (16) from the part 

number (e.g., P/N TA025097L()). Boeing 

explained that the variability in wire 

bundle size due to different wire types/ 

part numbers or wire quantity 

sometimes requires clamp sizing 

flexibility. Boeing also expressed that 

paragraph (i) conflicts with Note 5 of 

paragraph 3.A., ‘‘GENERAL 

INFORMATION,’’ of Boeing Alert 

Service Bulletin 747–24A2360, Revision 

1, dated May 2, 2012. 

Virgin Atlantic Airways also 

requested that we revise paragraph (i) of 

the NPRM (78 FR 8999, February 7, 

2013) to not specify the clamp size. 

Virgin Atlantic Airways explained that 

if an operator needs to install a different 

size clamp, then that would require 

requesting an alternative method of 

compliance (AMOC) to comply with 

this AD. 

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15656 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

We agree with the request to revise 

paragraph (i) in this final rule. 

Paragraph (i) as written in the NPRM (78 

FR 8999, February 7, 2013), would not 

allow the flexibility needed to use a 

different size clamp of the same basic 

part number to accommodate wire 

bundle size differences. We have 

revised paragraph (i) of this final rule by 

adding a parenthesis ‘‘()’’, which 

designates different size clamps to 

accommodate possible wire bundle 

diameter size differences. We disagree 

to remove paragraph (i) in this final rule 

because installation of an improper or 

unsafe clamp may be detrimental to the 

safety of the airplane. 

Request for Clarification of Areas 

Affected by the Parts Installation 

Limitation 

Virgin Atlantic Airways requested 

that we clarify paragraph (i) of the 

NPRM (78 FR 8999, February 7, 2013). 

Virgin Atlantic Airways explained that 

the current wording in paragraph (i) of 

the NPRM can be interpreted as if it 

applies to the entire aircraft and not just 

those clamps that are required to be 

replaced as per Boeing Alert Service 

Bulletin 747–24A2360, Revision 1, 

dated May 2, 2012. 

We agree to revise paragraph (i) of this 

final rule. Paragraph (i), as written in 

the NPRM (78 FR 8999, February 7, 

2013), could be misinterpreted to mean 

it applies to all areas of the airplane 

when, in fact, it applies to those areas 

of the airplane identified in Boeing 

Service Bulletin 747–24A2360, Revision 

2, dated October 2, 2013. We have 

revised paragraph (i) of this final rule 

accordingly. 

Request To Delay the NPRM (78 FR 

8999, February 7, 2013) 

Mr. David Jiang, a private citizen, 

requested that we delay the NPRM (78 

FR 8999, February 7, 2013), until more 

independent research to assess the cost 

to Boeing can be performed. Mr. Jiang 

explained that the estimate in the NPRM 

is not correct and would like the FAA 

to disclose how we calculated the cost 

associated with inspecting and 

replacing the affected clamps and 

grommets. Mr. Jiang expressed that if 

independent third-party entities 

determine that the financial costs of 

these minor repairs outweigh other 

concerns, perhaps this AD will be 

scrapped entirely, saving Boeing and the 

public much unnecessary work and 

expense. 

We disagree to delay this final rule. 

The estimated costs of the inspections 

and replacement of the clamps and 

grommets, which are industry accepted, 

have been thoroughly assessed by 

Boeing, and is part of the Boeing service 

information provided to the operators. 

The safety merits of this final rule have 

also been assessed by both Boeing and 

the FAA, and it was determined that 

this final rule needs to be released in 

order to maintain an acceptable level of 

safety for the affected airplanes. We 

have made no changes to this final rule 

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 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 (78 FR 8999, 

February 7, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 8999, 

February 7, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 55 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspection, and clamp and 

grommet replacement.

6 work-hours × $85 per 

hour = $510 per inspection cycle.

$70 .................................... $580 per inspection cycle $31,900 per inspection 

cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

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. 

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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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15657 

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): 

2014–06–02 The Boeing Company: 

Amendment 39–17806; Docket No. 

FAA–2013–0089; Directorate Identifier 

2012–NM–166–AD. 

(a) Effective Date 

This AD is effective April 25, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–400 series airplanes, certificated 

in any category, as identified in Boeing 

Service Bulletin 747–24A2360, Revision 2, 

dated October 2, 2013. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 24, Electrical Power. 

(e) Unsafe Condition 

This AD was prompted by reports of 

auxiliary power unit (APU) faults due to 

power feeder cable chafing. We are issuing 

this AD to detect and correct chafing of the 

APU power feeder cables within a flammable 

fluid leakage zone, which, with arcing, could 

result in fire and structural damage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection, Related Investigative and 

Corrective Actions 

Within 18 months after the effective date 

of this AD: Do a detailed inspection for 

damage (e.g., surface finish integrity, 

excessive wear or possible heat damage) of 

the APU power feeder cables within each 

wire bundle on the left and right sides of the 

bulkhead, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

24A2360, Revision 2, dated October 2, 2013; 

except as required by paragraph (h) of this 

AD. If no damage is found during this 

inspection, before further flight, replace the 

clamp(s) and install grommets, in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 747–24A2360, 

Revision 2, dated October 2, 2013. Do all 

applicable related investigative and 

correction actions before further flight. 

Where Boeing Service Bulletin 747–24A2360, 

Revision 2, dated October 2, 2013, specifies 

installation of a clamp having part number 

(P/N) TA025097L16, a clamp having P/N 

TA025097L() may be installed instead. 

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

parenthesis ‘‘()’’ designates different size 

clamps, to accommodate possible wire 

bundle diameter size differences. 

(h) Exceptions to the Service Information 

If any damage is found during any 

inspection required by this AD, and Boeing 

Service Bulletin 747–24A2360, Revision 2, 

dated October 2, 2013, specifies to contact 

Boeing for appropriate action: Before further 

flight, repair the damage using a method 

approved in accordance with paragraph (k) of 

this AD. 

(i) Parts Installation Limitation 

As of the effective date of this AD, no 

person may install, on any airplane, any 

wiring support clamp, except for part number 

TA025097L(), in those areas of the airplane 

identified in Boeing Service Bulletin 747– 

24A2360, Revision 2, dated October 2, 2013. 

Note 2 to paragraph (i) of this AD: The 

parenthesis ‘‘()’’ designates different size 

clamps, to accommodate possible wire 

bundle diameter size differences. 

(j) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 747–24A2360, dated January 

18, 2012; or Boeing Alert Service Bulletin 

747–24A2360, Revision 1, dated May 2, 2012; 

which are not incorporated by reference in 

this AD. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (l) of this AD. Information may be 

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

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(l) Related Information 

(1) For more information about this AD, 

contact Georgios Roussos, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, Seattle Aircraft Certification 

Office, FAA, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6482; fax: 

425–917–6590; email: georgios.roussos@

faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

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

(m) 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 Service Bulletin 747–24A2360, 

Revision 2, dated October 2, 2013. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

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

5680; Internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 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 March 7, 

2014. 

Michael J. Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–06004 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1057; Directorate 

Identifier 2013–CE–041–AD; Amendment 

39–17805; AD 2014–06–01] 

RIN 2120–AA64 

Airworthiness Directives; M7 

Aerospace LLC Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all M7 

Aerospace LLC Models SA226–AT, 

SA226–T, SA226–T(B), SA226–TC, 

SA227–AC (C–26A), SA227–AT, 

SA227–BC (C–26A), SA227–CC, SA227– 

DC (C–26B), SA227–TT, SA26–AT, and 

SA26–T airplanes. This AD was 

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