[Federal Register Volume 89, Number 183 (Friday, September 20, 2024)]
[Proposed Rules]
[Pages 77049-77053]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-21211]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2023-2151; Project Identifier AD-2023-00984-T]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM).

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SUMMARY: The FAA is revising a notice of proposed rulemaking (NPRM) 
that would apply to all The Boeing Company Model 777-200, -200LR, -300, 
-300ER, and 777F series airplanes. This action revises the NPRM by 
changing certain proposed actions from ultrasonic inspections (UT) to 
open hole high frequency eddy current (HFEC) inspections. The FAA is 
proposing this airworthiness directive (AD) to address the unsafe 
condition on these products. Since these actions would impose an 
additional burden over that in the NPRM, the FAA is requesting comments 
on this SNPRM.

DATES: The FAA must receive comments on this SNPRM by November 4, 2024.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
    <bullet> Federal eRulemaking Portal: Go to regulations.gov. Follow 
the instructions for submitting comments.
    <bullet> Fax: 202-493-2251.
    <bullet> Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
    <bullet> Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    AD Docket: You may examine the AD docket at regulations.gov under 
Docket No. FAA-2023-2151; or in person at Docket Operations between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD 
docket contains the NPRM, this SNPRM, any comments received, and other 
information. The street address for Docket Operations is listed above.
    Material Incorporated by Reference:
    <bullet> For Boeing material identified in this proposed 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; website myboeingfleet.com.
    <bullet> You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 2200 South 216th St., Des 
Moines, WA. For information on the availability of this material at the 
FAA, call 206-231-3195. It is also available at regulations.gov under 
Docket No. FAA-2023-2151.

FOR FURTHER INFORMATION CONTACT: Luis Cortez-Muniz, Aviation Safety 
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3958; email: <a href="/cdn-cgi/l/email-protection#327e475b411c731c715d404657481f7f475c5b48725453531c555d44"><span class="__cf_email__" data-cfemail="723e071b015c335c311d000617085f3f071c1b08321413135c151d04">[email protected]</span></a>.

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under the ADDRESSES section. Include ``Docket No. FAA-2023-2151; 
Project Identifier AD-2023-00984-T'' at the beginning of your comments. 
The most helpful comments reference a specific portion of the proposal, 
explain the reason for any recommended change, and include supporting 
data. The FAA will consider all comments received by the closing date 
and may again revise this proposal because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
regulations.gov, including any personal information you provide. The 
agency will also post a report summarizing each substantive verbal 
contact received about this proposed AD.

[[Page 77050]]

Confidential Business Information

    CBI is commercial or financial information that is both customarily 
and actually treated as private by its owner. Under the Freedom of 
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public 
disclosure. If your comments responsive to this SNPRM contain 
commercial or financial information that is customarily treated as 
private, that you actually treat as private, and that is relevant or 
responsive to this SNPRM, it is important that you clearly designate 
the submitted comments as CBI. Please mark each page of your submission 
containing CBI as ``PROPIN.'' The FAA will treat such marked 
submissions as confidential under the FOIA, and they will not be placed 
in the public docket of this SNPRM. Submissions containing CBI should 
be sent to Luis Cortez-Muniz, Aviation Safety Engineer, FAA, 2200 South 
216th St., Des Moines, WA 98198; phone: 206-231-3958; email: 
<a href="/cdn-cgi/l/email-protection#8dc1f8e4fea3cca3cee2fff9e8f7a0c0f8e3e4f7cdebececa3eae2fb"><span class="__cf_email__" data-cfemail="511d2438227f107f123e2325342b7c1c243f382b113730307f363e27">[email protected]</span></a>. Any commentary that the FAA receives that 
is not specifically designated as CBI will be placed in the public 
docket for this rulemaking.

Background

    The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that 
would apply to all The Boeing Company Model 777-200, -200LR, -300, -
300ER, and 777F series airplanes. The NPRM published in the Federal 
Register on November 17, 2023 (88 FR 80216). The NPRM was prompted by a 
report of a 5-inch crack on the right wing upper wing skin at wing 
station (WSTA) 460. In the NPRM, the FAA proposed to require repetitive 
inspections for cracking of the upper wing skin common to certain 
fasteners and applicable on-condition actions, including repair.

Actions Since the NPRM Was Issued

    Since the FAA issued the NPRM, Boeing advised the FAA that there 
have been two events of cracking at the fastener 6 and 7 locations 
where the cracks initiated in the spanwise (inboard/outboard) 
direction. These events were detected only because of a repair for an 
adjacent fastener; the repaired fastener 6 and 7 locations were 
subsequently inspected with an open hole HFEC inspection, and not with 
the UT inspection. UT inspections can only detect cracking growth in a 
particular direction if certain inspection procedures are performed. 
The Model 777 non-destructive testing (NDT) procedures, which are 
specified in Boeing Alert Requirements Bulletin 777-57A0125 RB, dated 
July 25, 2023, include inspections for cracks initiating in the 
chordwise (forward/aft) direction, which was how cracking was expected 
to initiate based on Boeing analysis. A UT inspection at the fastener 6 
and 7 locations would not have adequately detected the cracks found by 
the open hole HFEC inspection. As a result, the existing inspections 
will not provide a sufficient assessment of the structure before a 
crack reaches critical length. An open hole HFEC inspection, however, 
can detect cracking initiating from any direction.

Comments

    The FAA received comments from two individuals who supported the 
NPRM without change.
    The FAA received additional comments from seven commenters, 
including Air France, American Airlines, Air New Zealand, Boeing, 
Etihad Airways, FedEx Express (FedEx), and United Airlines (United). 
The following presents the comments received on the NPRM and the FAA's 
response to each comment.

Request for Defined Repairs

    Air France requested that a predefined preventive repair that 
includes required parts and instructions be developed, approved by the 
FAA, and provided as optional terminating action for the repetitive 
inspections.
    Air France also requested that a permanent repair be developed. The 
commenter is concerned with the difficulty of anticipating the repair 
process and unscheduled aircraft ground time.
    The FAA does not concur with this request because the agency has 
not yet received a permanent repair procedure from Boeing. However, the 
FAA will review and consider approval of repair procedures and issue an 
alternative method of compliance (AMOC) if they are acceptable.

Requests for Extension of Repeat Inspection Interval

    Air France requested that the repeat inspection interval for Groups 
4 and 6 be increased based on the results of the initial inspections 
and on the age of the airplane. Air France added that the intervals are 
shorter than the interval of appropriate maintenance checks for some 
operators.
    FedEx requested that less-frequent inspections be permitted because 
Boeing Alert Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, 
does not account for the average mission length, which FedEx asserted 
is a dominant factor. FedEx stated that Boeing analysis indicated that 
crack initiation on high gross weight airplanes with an average mission 
length of six flight hours per flight cycle is not expected to occur 
until a significantly higher number of flight cycles than on an 
airplane with an average mission length of eight flight hours per 
flight cycle. FedEx stated that excessively conservative inspection 
intervals will increase the probability of unnecessary removal of 
fasteners due to false indications, creating an added risk of 
incidental damage. FedEx proposed revised compliance times for 
airplanes with an average mission length of six flight hours per flight 
cycle.
    The FAA does not concur with the request to extend the repeat 
inspection interval required by this proposed AD. The FAA notes that 
the commenters did not provide sufficient supporting data and analysis 
to show that revised inspection intervals would provide an adequate 
level of safety. Further, the analysis FedEx mentioned was an informal 
analysis from 2023 before most operators began performing the required 
inspections. Since that analysis, there have been numerous additional 
findings, including some on airplanes with an average mission length of 
less than six flight hours per flight cycle. However, the FAA may 
consider changes in the compliance time provided that sufficient data 
is submitted in the future and in accordance with paragraph (i) of this 
proposed AD.

Request for Corrections to NDT Manual Sections

    American Airlines requested corrections to several discrepancies in 
the 777 NDT Manual Part 4, sections 57-20-13 and 57-20-14, which 
provide ultrasonic inspection procedures. For section 57-20-13, 
American Airlines coordinated with Boeing to correct issues in the NDT 
procedure. American Airlines added that in Section 57-20-14, the figure 
was oriented incorrectly. American Airlines provided images of how the 
figure should be illustrated.
    The FAA agrees with the corrections requested by American Airlines. 
The FAA contacted Boeing to review changes planned in a later revision 
of 777 NDT Manual Part 4, sections 57-20-13 and 57-20-14. These 
revisions have since been released as 777 NDT Manual Part 4, Temporary 
Revisions 04-64 and 04-65, both dated March 30, 2024. The temporary 
revisions correct the necessary changes requested by the commenter. 
However, the inspection instructions are unchanged. It would not result 
in an unsafe condition if an operator were to follow a previous

[[Page 77051]]

revision; therefore, no changes are necessary in this proposed AD.

Requests To Clarify Terminating Action

    United requested that paragraph (i) of the proposed AD be amended 
to clarify that only a permanent repair will be considered a 
terminating action for the repetitive inspection on the repaired wing. 
United added that since there is no defined repair in the requirements 
bulletin at this time, the requirement of the repair note in note (a) 
of Boeing Alert Requirements Bulletin 777-57A0125 RB, dated July 25, 
2023, and paragraph (i) of the proposed AD is unclear. United also 
requested clarification of the terminating action based on Boeing Alert 
Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, which states 
that repair for any crack found on the (left or right) wing is 
terminating action to the repeat inspections ``for the affected wing 
only,'' compared to paragraph (i) of the proposed AD, which stated that 
a repair terminates the inspections ``at the repaired location only.''
    Air New Zealand (ANZ) requested greater clarification of paragraph 
(i) of the proposed AD. ANZ has inspected one airplane (applicable to 
Group 4 effectivity) and found a crack on the left wing. ANZ had a 
repair completed to a single fastener location, although six additional 
fasteners in the inspection area of the repair were also replaced at 
that time. ANZ noted that the repair instructions include inspection 
times that are different than those specified in the service 
information for fasteners that are inspected without a crack finding. 
ANZ believed the terminating action statement in the proposed AD 
referred to the repaired fastener only, and not the other fastener 
locations identified in the service information.
    Etihad Airways requested that paragraphs (i) and (j) of the 
proposed AD be amended to state that only permanent repairs terminate 
the repetitive inspections required by paragraph (g) of the proposed 
AD. Etihad Airways noted that it had two airplanes with crack findings, 
which were temporarily repaired under FAA Form 8100-9 with statements 
that the repairs are Category C and must be replaced by a Category A or 
B repair within a certain time limit, and do not terminate the repeat 
inspection requirements of the service information.
    The FAA partially agrees with the requests to amend paragraph (i) 
of the proposed AD for clarity. The affected area is the area covered 
by the repair. If a crack was found at one fastener location and the 
subject repair extends to additional fasteners, the affected repair 
area would include the initial cracked fastener location and the 
additional fasteners that are now within the repair. Follow-on repair 
inspections would affect the repair region. Areas outside of the repair 
would still be subject to the repetitive inspection requirements of 
paragraph (g) of this proposed AD. However, the FAA disagrees with the 
need to distinguish between temporary repairs and permanent repairs for 
terminating action because AMOC approvals are required for all 
temporary repairs and permanent repairs. Additionally, the FAA 
acknowledges that paragraph (i) that was in the proposed AD is not 
necessary, as Boeing Alert Requirements Bulletin 777-57A0125 RB, dated 
July 25, 2023, does not specify any standard repairs. Therefore, the 
FAA has removed paragraph (i) of the proposed AD and added an exception 
in paragraph (h)(3) of this proposed AD to clarify the requirements of 
the terminating action.

Request To Allow Certain Temporary Repairs as AMOCs

    Etihad Airways requested that the proposed AD be revised to allow 
previously performed repairs approved under FAA Form 8100-9 that 
require continued inspections in the repaired area be approved as AMOCs 
to paragraph (g) of the proposed AD. The commenter noted that it had 
temporary repairs that do not terminate repeat inspections but are 
considered deviations to the inspection requirements.
    The FAA agrees to clarify. AMOCs cannot be issued against proposed 
ADs. Any repairs, whether temporary or permanent, must be accomplished 
as specified in paragraph (h)(2) of this proposed AD. The provisions 
specified in paragraph (h)(3) of this proposed AD would then also apply 
to that repair.

Request for Change to Applicability

    Boeing requested amending paragraph (c), ``Applicability,'' of the 
proposed AD to reflect the specific minor models of the 777 that are 
affected by the unsafe condition. Boeing noted that the proposed AD 
listed all of the Boeing Model 777 airplanes without aligning with the 
applicability of the requirements bulletin.
    The FAA agrees with the request. Paragraph (c) of this proposed AD 
has been revised to reflect the requested change.

Requests for Alternative Part Number Options

    United requested that alternative part number options be approved 
and communicated to operators to allow the inspections to be completed 
within the required time frame. United explained that certain parts 
within kits, required for inspection tasks for airplanes in groups 3 
through 6, are not readily available from Boeing.
    Air France reported that Boeing is unable to support the global 
need for parts, which would be a significant operational strain. 
Operators are obliged to work with very limited kits and support the 
high number of airplanes to be inspected. Air France suggested approval 
of a list of alternative parts that are readily available.
    The FAA acknowledges the concerns regarding the parts not being 
readily available from Boeing. However, the FAA has not yet received an 
alternative part request from Boeing. The FAA will consider the 
approval of alternative parts or an extended compliance time in 
accordance with the procedures specified in paragraph (i) of this 
proposed AD, provided sufficient substantiation is provided to show an 
acceptable level of safety is maintained. The FAA has not changed this 
proposed AD as a result of these comments.

FAA's Determination

    The FAA is proposing this AD after determining the unsafe condition 
described previously is likely to exist or develop in other products of 
the same type design. Certain changes described above expand the scope 
of the NPRM. As a result, it is necessary to reopen the comment period 
to provide additional opportunity for the public to comment on this 
SNPRM.

Material Incorporated by Reference Under 1 CFR Part 51

    The FAA reviewed Boeing Alert Requirements Bulletin 777-57A0125 RB, 
dated July 25, 2023. This material specifies procedures for repetitive 
inspections for cracking of the upper wing skin common to certain 
fasteners and applicable on-condition actions. On-condition actions 
include repair.
    This material 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.

Proposed AD Requirements in This SNPRM

    This proposed AD would require accomplishing the actions specified 
in the material already described, except as discussed under 
``Differences Between this Proposed AD and the Referenced Material,'' 
and except for any differences identified as exceptions in the 
regulatory text of this proposed AD.

[[Page 77052]]

For information on the procedures and compliance times, see this 
material at regulations.gov by searching for and locating Docket No. 
FAA-2023-2151.

Difference Between This Proposed AD and the Referenced Material

    For certain conditions, Boeing Requirements Bulletin 777-57A0125 
RB, dated July 25, 2023, specifies UT inspections. For the reasons 
explained under ``Actions Since the NPRM was Issued,'' this proposed AD 
would require open hole HFEC inspections instead of UT inspections for 
those conditions, as specified in paragraphs (h)(4) through (7) of this 
proposed AD.

Costs of Compliance

    The FAA estimates that this AD, if adopted as proposed, would 
affect 323 airplanes of U.S. registry. The FAA estimates the following 
costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
           Action                   Labor cost        Parts cost     Cost per product     Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Inspections.................  40 work-hours x $85      * $1,480   $4,880 per inspection   $1,576,240 per
                               per hour = $3,400 per               cycle.                  inspection cycle.
                               inspection cycle.
----------------------------------------------------------------------------------------------------------------
* An inspection kit is required.

    The FAA has received no definitive data on which to base the cost 
estimates for the on-condition repairs specified in this proposed AD.
    The FAA has included all known costs in its cost estimate. 
According to the manufacturer, however, some or all of the costs of 
this proposed AD may be covered under warranty, thereby reducing the 
cost impact on affected operators.

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.
    The FAA is 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

    The FAA determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would 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 this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Would not affect intrastate aviation in Alaska, and
    (3) Would 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.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

The Boeing Company: Docket No. FAA-2023-2151; Project Identifier AD-
2023-00984-T.

(a) Comments Due Date

    The FAA must receive comments on this airworthiness directive 
(AD) by November 4, 2024.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all The Boeing Company Model 777-200, -200LR, 
-300, -300ER, and 777F series airplanes, certificated in any 
category.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by a report of a 5-inch crack on the right 
wing upper wing skin at wing station (WSTA) 460. The FAA is issuing 
this AD to address the possibility of an undetected upper wing skin 
crack. The unsafe condition, if not addressed, could result in the 
inability of the primary structural element to sustain limit load 
and could adversely affect the structural integrity of the airplane, 
resulting in loss of control of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Required Actions

    Except as specified by paragraph (h) of this AD: At the 
applicable times specified in the ``Compliance'' paragraph of Boeing 
Alert Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, do 
all applicable actions identified in, and in accordance with, the 
Accomplishment Instructions of Boeing Alert Requirements Bulletin 
777-57A0125 RB, dated July 25, 2023.
    Note 1 to paragraph (g): Guidance for accomplishing the actions 
required by this AD can be found in Boeing Alert Service Bulletin 
777-57A0125, dated July 25, 2023, which is referred to in Boeing 
Alert Requirements Bulletin 777-57A0125 RB, dated July 25, 2023.

(h) Exceptions to Service Information Specifications

    (1) Where Boeing Alert Requirements Bulletin 777-57A0125 RB, 
dated July 25, 2023, uses the phrase ``the original issue date of 
Requirements Bulletin 777-57A0125 RB,'' this AD requires using the 
effective date of this AD.
    (2) Where Boeing Alert Requirements Bulletin 777-57A0125 RB, 
dated July 25, 2023, specifies contacting Boeing for repair 
instructions: This AD requires doing the repair before further 
flight using a method approved in accordance with the procedures 
specified in paragraph (i) of this AD.
    (3) Where note (a) of the tables in the ``Compliance'' paragraph 
and Accomplishment Instructions of Boeing Alert Requirements 
Bulletin 777-57A0125 RB, dated July 25, 2023, specifies that a 
``repair

[[Page 77053]]

for any crack found on the left wing is terminating action to the 
repeat inspection on the left wing only,'' or that a ``repair for 
any crack found on the right wing is terminating action to the 
repeat inspection on the right wing only,'' for this AD, performing 
a repair for any crack in accordance with the procedures specified 
in paragraph (i) of this AD terminates the repetitive inspections 
required by (g) of this AD at the repaired area only.
    (4) For Model 777-300 (Group 3) airplanes, where Boeing Alert 
Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, specifies 
an ultrasonic (UT) inspection of the upper wing skin common to 
fasteners 11 and 12, this AD requires an open hole high frequency 
eddy current (HFEC) inspection of fasteners 11 and 12 in accordance 
with Figures 5 and 6 (for the left wing) or Figures 18 and 19 (for 
the right wing), as applicable.
    (5) For Model 777-300ER (Group 4) airplanes, where Boeing Alert 
Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, requires 
a UT inspection of the upper wing skin common to fasteners 6 and 7, 
this AD requires an open hole HFEC inspection of fasteners 6 and 7 
in accordance with Figures 30 and 34 (for the left wing) or Figures 
39 and 43 (for the right wing), as applicable.
    (6) For Model 777-200LR (Group 5) airplanes, where Boeing Alert 
Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, requires 
a UT inspection of the upper wing skin common to fasteners 6 and 7, 
this AD requires an open hole HFEC inspection of fasteners 6 and 7 
in accordance with Figures 30 and 34 (for the left wing) or Figures 
39 and 43 (for the right wing), as applicable.
    (7) For Model 777F (Group 6) airplanes, where Boeing Alert 
Requirements Bulletin 777-57A0125 RB, dated July 25, 2023, requires 
a UT inspection of the upper wing skin common to fasteners 6 and 7, 
this AD requires an open hole HFEC inspection of fasteners 6 and 7 
in accordance with Figures 30 and 34 (for the left wing) or Figures 
39 and 43 (for the right wing), as applicable.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, AIR-520, Continued Operational Safety 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 
responsible Flight Standards 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)(1) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#86c7cbc9c5c6e0e7e7a8e1e9f0"><span class="__cf_email__" data-cfemail="20616d6f63604641410e474f56">[email protected]</span></a>.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the responsible Flight Standards 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 Company Organization Designation 
Authorization (ODA) that has been authorized by the Manager, AIR-
520, Continued Operational Safety Branch, FAA, 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.

(j) Related Information

    (1) For more information about this AD, contact Luis Cortez-
Muniz, Aviation Safety Engineer, FAA, 2200 South 216th St., Des 
Moines, WA 98198; phone: 206-231-3958; email: <a href="/cdn-cgi/l/email-protection#4a063f2339640b640925383e2f3067073f2423300a2c2b2b642d253c"><span class="__cf_email__" data-cfemail="7e320b170d503f503d110c0a1b0453330b1017043e181f1f50191108">[email protected]</span></a>.
    (2) Material identified in this AD that is not incorporated by 
reference is available at the address specified in paragraph (k)(3) 
this AD.

(k) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the material listed in this 
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this material as applicable to do the actions 
required by this AD, unless the AD specifies otherwise.
    (i) Boeing Alert Requirements Bulletin 777-57A0125 RB, dated 
July 25, 2023.
    (ii) [Reserved]
    (3) For the material 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; website myboeingfleet.com.
    (4) You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety 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 material at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, <a href="/cdn-cgi/l/email-protection#e08692ce898e9390858394898f8ea08e819281ce878f96"><span class="__cf_email__" data-cfemail="4c2a3e6225223f3c292f382523220c222d3e2d622b233a">[email protected]</span></a>, or go to: 
www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on September 12, 2024.
Suzanne Masterson,
Deputy Director, Integrated Certificate Management Division, Aircraft 
Certification Service.
[FR Doc. 2024-21211 Filed 9-19-24; 8:45 am]
BILLING CODE 4910-13-P


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