Federal Register / Vol. 89, No. 183 / Friday, September 20, 2024 / Proposed Rules 77049 

provisions of the ‘‘Ref. Publications’’ section 

of EASA AD 2024–0031. 

(q) Additional AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Validation 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 International Validation 

Branch, mail it to the address identified in 

paragraph (r) of this AD. Information may be 

emailed to: 9-AVS-AIR-730-AMOC@faa.gov. 

(i) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(ii) AMOCs approved previously for AD 

2023–13–10 and AD 2024–04–03 are 

approved as AMOCs for the corresponding 

provisions of EASA AD 2024–0031 that are 

required by paragraph (n) of this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain instructions 

from a manufacturer, the instructions must 

be accomplished using a method approved 

by the Manager, International Validation 

Branch, FAA; or EASA; or Airbus SAS’s 

EASA Design Organization Approval (DOA). 

If approved by the DOA, the approval must 

include the DOA-authorized signature. 

(r) Additional Information 

For more information about this AD, 

contact Timothy Dowling, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 206– 

231–3667; email Timothy.P.Dowling@faa.gov. 

(s) 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 this AD specifies otherwise. 

(3) The following material was approved 

for IBR on [DATE 35 DAYS AFTER 

PUBLICATION OF THE FINAL RULE]. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2024–0031, dated January 31, 

2024; corrected February 1, 2024. 

(ii) [Reserved] 

(4) The following material was approved 

for IBR on April 19, 2024 (89 FR 18769, dated 

March 15, 2024). 

(i) EASA AD 2023–0151, dated July 25, 

2023. 

(ii) [Reserved] 

(5) The following material was approved 

for IBR on September 5, 2023 (88 FR 50005, 

dated August 1, 2023). 

(i) EASA AD 2022–0085, dated May 12, 

2022. 

(ii) EASA AD 2023–0008, dated January 16, 

2023. 

(6) For EASA material identified in this AD 

contact EASA, Konrad-Adenauer-Ufer 3, 

50668 Cologne, Germany; telephone +49 221 

8999 000; email ADs@easa.europa.eu; 

website easa.europa.eu. You may find this 

EASA material on the EASA website at 

ad.easa.europa.eu. 

(7) 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. 

(8) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on September 12, 2024. 

Peter A. White, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2024–21212 Filed 9–19–24; 8:45 am] 

BILLING CODE 4910–13–P 

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). 

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: 

• Federal eRulemaking Portal: Go to 

regulations.gov. Follow the instructions 

for submitting comments. 

• Fax: 202–493–2251. 

• 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. 

• 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: 

• 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. 

• 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: Luis.A.Cortez-Muniz@faa.gov. 

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. 


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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 CortezMuniz, Aviation Safety Engineer, FAA, 

2200 South 216th St., Des Moines, WA 

98198; phone: 206–231–3958; email: 

Luis.A.Cortez-Muniz@faa.gov. 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 


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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. 


ddrumheller on DSK120RN23PROD with PROPOSALS1
77052 Federal Register / Vol. 89, No. 183 / Friday, September 20, 2024 / Proposed Rules 

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 × $85 per hour = $3,400 per 

inspection cycle.

* $1,480 $4,880 per inspection cycle .... $1,576,240 per 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 

■ 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: 

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 


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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: AMOC@

faa.gov. 

(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: Luis.A.Cortez-Muniz@faa.gov. 

(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, 

fr.inspection@nara.gov, or go to: 

www.archives.gov/federal-register/cfr/ibrlocations.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 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2024–2226; Airspace 

Docket No. 24–ASW–1] 

RIN 2120–AA66 

Amendment of RNAV Route Q–33 in 

the Vicinity of Winnfield, LA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend United States Area Navigation 

(RNAV) Route Q–33. The FAA is 

proposing this action due to the planned 

decommissioning of the Very High 

Frequency Omnidirectional Range 

(VOR) portion of the Sawmill, LA 

(SWB), VOR/Distance Measuring 

Equipment (VOR/DME) navigational aid 

(NAVAID). The Sawmill VOR is being 

decommissioned in support of the 

FAA’s VOR Minimum Operational 

Network (MON) program. 

DATES: Comments must be received on 

or before November 4, 2024. 

ADDRESSES: Send comments identified 

by FAA Docket No. FAA–2024–2226 

and Airspace Docket No. 24–ASW–1 

using any of the following methods: 

* Federal eRulemaking Portal: Go to 

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, 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. 

Docket: Background documents or 

comments received may be read at 

www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to the 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. 

FAA Order JO 7400.11J, Airspace 

Designations and Reporting Points, and 

subsequent amendments can be viewed 

online at www.faa.gov/air_traffic/ 

publications/. You may also contact the 

Rules and Regulations Group, Policy 

Directorate, Federal Aviation 

Administration, 600 Independence 

Avenue SW, Washington, DC 20597; 

telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Rules and Regulations 

Group, Policy Directorate, Federal 

Aviation Administration, 600 

Independence Avenue SW, Washington, 

DC 20597; telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 


ddrumheller on DSK120RN23PROD with PROPOSALS1