81314 Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations 

The FAA periodically reviews 

regulations and revises 14 CFR to 

support the safety and efficiency of the 

national airspace system. That review 

may result in a rulemaking action if it 

is appropriate to do so. While EXIT 

signs are outside the scope of this direct 

final rule, the FAA may address EXIT 

signs in a future rulemaking action. 

The second individual commenter 

asserted that the ‘‘No Smoking’’ signs 

should be removed entirely. The 

commenter asserted that there are many 

passenger activities prohibited by FAA 

regulations, and the FAA should 

evaluate why only this prohibition is 

illuminated with signage. Therefore, the 

commenter believed the FAA should 

consider removing the ‘‘No Smoking’’ 

signs entirely to align with other 

prohibited activities that lack signage. 

While there are many prohibited 

passenger activities on an aircraft, the 

FAA believes that the physical ‘‘No 

Smoking’’ sign, or the authorized 

equivalent thereof, are an important 

safety requirement. The physical 

reminder of the sign signals to 

passengers that they are not allowed to 

engage in a potentially hazardous 

smoking activity while onboard an 

aircraft. The ‘‘No Smoking’’ signs have 

been installed on aircraft for decades 

and continue to be an effective reminder 

for the traveling public. Therefore, the 

FAA will continue to require signage 

prohibiting smoking in the passenger 

cabin. 

After consideration of the comments 

submitted in response to the direct final 

rule, the FAA has determined that no 

further rulemaking action is necessary. 

Therefore, the effective date of the direct 

final rule published August 23, 2024, at 

89 FR 68094 is confirmed. 

III. Correction of the Authority Citation 

for Part 91 

In the Federal Register of August 22, 

2024, in final rule Use of Supplemental 

Restraint Systems at 89 FR 67834, the 

FAA revised the authority citation for 

part 91 by removing 49 U.S.C. 106(g). 

However, the FAA retained that 

authority citation for part 91 in the 

published Modernization of Passenger 

Information Requirements Relating to 

‘‘No Smoking’’ Sign Illumination direct 

final rule published in the Federal 

Register of August 23, 2024, at 89 FR 

68094. To correct this error, the FAA is 

revising the authority citation for part 

91. 

IV. How To Obtain Additional 

Information 

A. Electronic Access and Filing 

A copy of the direct final rule, all 

comments received, this confirmation 

document, and all background material 

may be viewed online at 

www.regulations.gov using the docket 

number listed above. A copy of this 

confirmation document will be placed 

in the docket. Electronic retrieval help 

and guidelines are available on the 

website. It is available 24 hours each 

day, 365 days each year. An electronic 

copy of this document may also be 

downloaded from the Office of the 

Federal Register’s website at 

www.federalregister.gov and the 

Government Publishing Office’s website 

at www.govinfo.gov. A copy may also be 

found on the FAA’s Regulations and 

Policies website at www.faa.gov/ 

regulations_policies. 

Copies may also be obtained by 

sending a request to the Federal 

Aviation Administration, Office of 

Rulemaking, ARM–1, 800 Independence 

Avenue SW, Washington, DC 20591, or 

by calling (202) 267–9677. Commenters 

must identify the docket or notice 

number of this rulemaking. 

All documents the FAA considered in 

developing this final rule, including 

economic analyses and technical 

reports, may be accessed in the 

electronic docket for this rulemaking. 

B. Small Business Regulatory 

Enforcement Fairness Act 

The Small Business Regulatory 

Enforcement Fairness Act (SBREFA) of 

1996 requires FAA to comply with 

small entity requests for information or 

advice about compliance with statutes 

and regulations within its jurisdiction. 

A small entity with questions regarding 

this document, may contact its local 

FAA official, or the person listed under 

the FOR FURTHER INFORMATION CONTACT

heading at the beginning of the 

preamble. To find out more about 

SBREFA on the internet, visit 

www.faa.gov/regulations_policies/ 

rulemaking/sbre_act/. 

Correction 

In FR Doc. 2024–18602 in the Federal 

Register of Friday, August 23, 2024, the 

following correction is made: 

PART 91 [Corrected] 

■ 1. On page 68099, in the third column, 

in part 91, in amendment 3, the 

authority citation ‘‘49 U.S.C. 106(f), 

106(g), 40101, 40103, 40105, 40113, 

40120, 44101, 44111, 44701, 44704, 

44709, 44711, 44712, 44715, 44716, 

44717, 44722, 46306, 46315, 46316, 

46504, 46506–46507, 47122, 47508, 

47528–47531, 47534, Public Law 114– 

190, 130 Stat. 615 (49 U.S.C. 44703 

note); articles 12 and 29 of the 

Convention on International Civil 

Aviation (61 Stat. 1180), (126 Stat. 11).’’ 

is corrected to read ‘‘49 U.S.C. 106(f), 

40101, 40103, 40105, 40113, 40120, 

44101, 44111, 44701, 44704, 44709, 

44711, 44712, 44715, 44716, 44717, 

44722, 46306, 46315, 46316, 46504, 

46506–46507, 47122, 47508, 47528– 

47531, 47534, Public Law 114–190, 130 

Stat. 615 (49 U.S.C. 44703 note); articles 

12 and 29 of the Convention on 

International Civil Aviation (61 Stat. 

1180), (126 Stat. 11).’’ 

Issued under authority provided by 49 

U.S.C. 106(f), 44701(a), and 41706(e) in 

Washington, DC. 

Brandon Roberts, 

Executive Director, Office of Rulemaking. 

[FR Doc. 2024–23136 Filed 10–7–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–0769; Project 

Identifier AD–2023–00556–T; Amendment 

39–22815; AD 2024–16–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 777–200, 

–200LR, –300, –300ER, and 777F series 

airplanes. This AD was prompted by a 

report indicating multiple findings of 

cracks in the fuselage skin common to 

the underwing longeron (UWL). This 

AD requires external or internal 

(depending on configuration) 

inspections for any cracking of the left 

and right side fuselage skin common to 

the UWL, and applicable on-condition 

actions. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective November 

12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 12, 2024. 

ADDRESSES: 


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AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–0769; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

Material Incorporated by Reference: 

• For Boeing 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. 

• 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–2024–0769. 

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: 

Background 

The FAA 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 777–200, –200LR, –300, –300ER, 

and 777F series airplanes. The NPRM 

published in the Federal Register on 

March 28, 2024 (89 FR 21446). The 

NPRM was prompted by a report 

indicating multiple findings of cracks in 

the fuselage skin common to the UWL. 

In the NPRM, the FAA proposed to 

require external or internal (depending 

on configuration) inspections for any 

cracking of the left and right side 

fuselage skin common to the UWL, and 

applicable on-condition actions. The 

FAA is issuing this AD to address 

fuselage skin cracking caused by cold 

work surface upset that is not removed 

from the mating parts and high joint 

load transfer or significant local bending 

stresses at critical fastener locations. 

The unsafe condition, if not addressed, 

could result in an inability of a 

principal structural element (PSE) to 

sustain limit load, leading to reduced 

structural integrity of the airplane and 

possible loss of control of the airplane. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

FedEx Express, who found no issues 

that could interfere with the timely 

implementation of the proposed actions 

in the NPRM. 

The FAA received additional 

comments from three commenters, 

including American Airlines, Boeing, 

and United Airlines. The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request To Clarify Locations Specified 

in Paragraph (h)(3) of the Proposed AD 

Boeing requested that paragraph (h)(3) 

of the proposed AD be clarified to 

specify that only the fuel tank side of 

fastener locations that penetrate the fuel 

tank boundary require cap seal 

dimensions to meet the dimensions 

given in Figure 1 to paragraph (h)(3) of 

the proposed AD. Boeing stated that the 

service information referenced in 

Boeing Alert Requirements Bulletin 

777–53A0100 RB, dated March 16, 

2023, contain instructions for applying 

cap seals to fasteners that penetrate a 

fuel tank boundary and fasteners that do 

not penetrate a fuel tank boundary. 

Boeing added that for fasteners that do 

not penetrate a fuel tank boundary, 

fastener sealing is used as a pressure 

seal to help mitigate corrosion and have 

sealing specifications that include 

minimum thickness requirements less 

than the amount shown in paragraph 

(h)(3) of the proposed AD that are 

acceptable for their intended function 

outside of the fuel tank. Boeing stated 

that for fasteners that penetrate the fuel 

tank, the cap seals on the interior side 

of the fuel tank act as a primary fuel 

seal, providing fault tolerance against 

electromagnetic effects (electrical fault 

currents and lightning currents), and are 

also cap sealed on the exterior side for 

corrosion prevention. 

Boeing concluded that only the cap 

seals on the interior side of the fuel tank 

require the dimensions specified in 

Figure 1 of paragraph (h)(3) of the 

proposed AD to perform their intended 

function, which is consistent with the 

labels shown in Figure 1 of paragraph 

(h)(3) of the proposed AD. Boeing 

recommended replacing the text 

‘‘applying a cap seal (sealant) to a 

fastener, fastener head, and fastener 

threads and collars, for this AD, during 

application of any cap seal to a fastener, 

fastener head, or fastener threads and 

collars’’ with the text ‘‘applying a cap 

seal (sealant) to a fastener location that 

penetrates the fuel tank boundary, for 

this AD, during application of any cap 

seal to a fastener, fastener head, or 

fastener threads and collars inside the 

fuel tank.’’ 

The FAA agrees to clarify paragraph 

(h)(3) of this AD for the reasons 

provided by the commenter. Locations 

that do not penetrate the fuel tank 

boundary do not require the same 

sealant application procedures. The 

FAA has added the text ‘‘inside the fuel 

tank’’ to paragraph (h)(3) of this AD. 

However, the FAA did not replace the 

text ‘‘to a fastener, fastener head, and 

fastener threads and collars’’ with the 

text ‘‘to a fastener location that 

penetrates the fuel tank boundary,’’ as 

recommended by the commenter, 

because the text ‘‘to a fastener, fastener 

head, and fastener threads and collars 

inside the fuel tank’’ better aligns with 

the language within the service 

information. 

Request To Clarify Service Information 

in Paragraph (h)(3) of the Proposed AD 

American Airlines requested that the 

FAA provided a comprehensive list of 

all service information that will be 

impacted by paragraph (h)(3) of the 

proposed AD. American Airlines stated 

that the statement ‘‘Where any service 

information referenced in Boeing Alert 

Requirements Bulletin 777–53A0100 

RB’’ is vague and could potentially lead 

to confusion. 

The FAA agrees to specify the service 

information affected by paragraph (h)(3) 

of this AD. In addition, the FAA notes 

that paragraph (h)(2) of this AD has 

similar language (‘‘Where . . . any 

service information referenced in 

Boeing Alert Requirements Bulletin 

777–53A0100 RB’’). The FAA has added 

a note to paragraphs (h)(2) and (3) of 

this AD to specify that Boeing Alert 

Requirements Bulletin 777–53A0100 

RB, dated March 16, 2023, refers to 

Boeing Service Bulletin 777–53–0084, 

Revision 2, dated December 9, 2020; 

Boeing Service Bulletin 777–53–0087, 

Revision 1, dated March 4, 2020; and 

Boeing Alert Requirements Bulletin 

777–57A0122 RB, dated October 8, 

2021. 

Request To Add a Note to Paragraph 

(h)(3) of the Proposed AD 

Boeing requested that the FAA add a 

note to paragraph (h)(3) of the proposed 

AD to refer to Boeing Model 777 Aircraft 

Maintenance Manual (AMM) section 

28–11–00 as an acceptable cap sealing 

procedure to accomplish the actions 

required in that paragraph. Boeing 

stated it has received numerous queries 

from operators on Figure 1 to paragraph 

(h)(4) of AD 2023–17–14, which is 

identical to Figure 1 to paragraph (h)(3) 


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of the proposed AD. Operators have 

asked whether Boeing Model 777 AMM 

section 28–11–00 would be an 

acceptable procedure for accomplishing 

the requirements of paragraph (h)(4) of 

AD 2023–17–14. Boeing stated it 

believes that AMM 28–11–00 is an 

acceptable procedure for performing cap 

sealing inside the fuel tank because the 

AMM is the source material for the 

contents in Figure 1 to paragraph (h)(3) 

of the proposed AD and contains the 

same minimum seal thickness 

dimensions as shown in Figure 1. 

The FAA agrees. Boeing 777 AMM 

28–11–00 meets the sealant 

requirements of Figure 1 to paragraph 

(h)(3) of this AD. As such, it would be 

an acceptable procedure to follow when 

sealing inside the fuel tank in 

accordance with paragraph (h)(3) of this 

AD. The FAA has added a note to 

paragraph (h)(3) of this AD accordingly. 

Request for Removal of Certain 

Exceptions That Are Related to Other 

ADs 

United Airlines (United) requested 

removal of the exceptions in paragraphs 

(h)(4) through (6) of the proposed AD 

that are for service information other 

than Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 

16, 2023. United stated that it agrees 

with the intention of the proposed AD, 

but found the exceptions stated in 

paragraphs (h)(4) through (6) of the 

proposed AD to be unclear. United 

stated that it has other ongoing projects 

that use the instructions of Boeing 

Service Bulletin 777–53–0084, Revision 

2, dated December 9, 2020; Boeing 

Service Bulletin 777 53–0087, Revision 

1, dated March 4, 2020; and Boeing 

Alert Requirements Bulletin 777– 

57A0122 RB, dated October 8, 2021; to 

comply with the requirements of AD 

2019–11–02, Amendment 39–19648 (84 

FR 28722, June 20, 2019) (AD 2019–11– 

02) and AD 2023–17–14, Amendment 

39–22541 (88 FR 60111, August 31, 

2023) (AD 2023–17–14). United pointed 

out that ADs 2019–11–02 and 2023–17– 

14 have not been updated to include the 

exceptions in those AD requirements 

and recommends that the exceptions 

removed from paragraphs (h)(4) through 

(6) of the proposed AD be added to the 

requirements of ADs 2019–11–02 and 

2023–17–14. 

The FAA disagrees with the request to 

remove the exceptions in paragraphs 

(h)(4) through (6) of this AD. If cracking 

is found during certain inspections 

required by Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 

16, 2023, then certain actions in Boeing 

Service Bulletin 777–53–0084, Revision 

2, dated December 9, 2020; Boeing 

Service Bulletin 777–53–0087, Revision 

1, dated March 4, 2020; or Boeing Alert 

Requirements Bulletin 777–57A0122 

RB, dated October 8, 2021; might be 

required as corrective actions. In order 

to address the identified unsafe 

condition, the service information, as 

applicable, must be accomplished with 

the exceptions specified in (h)(4) 

through (6) of this AD. There are no new 

requirements for AD 2019–11–02 and 

AD 2023–17–14. However, as stated in 

paragraph (i) of this AD, for airplanes on 

which a front spar lower chord 

modification specified in Boeing Alert 

Requirements Bulletin 777–57A0122 RB 

is done as part of the requirements of 

paragraphs (g) and (h)(6) of this AD, the 

modification requirements of paragraph 

(g) of AD 2023–17–14 are terminated for 

the applicable side (left or right) on 

which the modification was done. 

In addition, in the ‘‘Approval’’ 

paragraphs of Boeing Service Bulletin 

777–53–0084, Revision 2, dated 

December 9, 2020; Boeing Service 

Bulletin 777–53–0087, Revision 1, dated 

March 4, 2020; and Boeing Alert 

Requirements Bulletin 777–57A0122 

RB, dated October 8, 2021; it specifies 

that certain actions are an alternative 

method of compliance (AMOC) to the 

inspection and corrective action 

requirements of paragraph (g) of AD 

2019–11–02, for modified longerons 

only. The FAA has not changed this AD 

in this regard. 

Request To Add Paragraph for 

Terminating Action for AD 2019–11–02 

American Airlines requested that the 

FAA add a paragraph similar to 

paragraph (i) of the proposed AD for 

terminating action for AD 2023–17–14 

that refers to Boeing Service Bulletin 

777–53–0087, Revision 1, dated March 

4, 2020, as the terminating action to AD 

2019–11–02. 

The FAA does not agree. As 

previously stated, the ‘‘Approval’’ 

paragraph of Boeing Service Bulletin 

777–53–0087, Revision 1, dated March 

4, 2020, already includes an approval 

paragraph for the requirements of AD 

2019–11–02. The FAA has not revised 

this AD in this regard. 

Request To Add Clarifying Paragraph 

for Repetitive Inspections 

American Airlines requested that the 

FAA add a paragraph clarifying that ‘‘If 

SB 777–53–0087 Rev 1 is accomplished 

due to findings from the inspections 

described in SB 777–53A0081 R02 (AD 

2019–11–02), and NO skin repair is 

done, the repetitive inspections IAW SB 

777–53A0100 will still be required since 

terminating action for those inspections 

is only valid if the underwing longeron 

AND fuselage skin modification is 

accomplish in accordance with SB 777– 

53–0087 R01.’’ 

The FAA concurs with American 

Airlines’ statement that repetitive 

inspections continue until the fuselage 

skin modification is done. The UWL 

with fuselage skin modification is 

terminating action to the repeat 

inspections in Boeing Alert 

Requirements Bulletin 777–53A0100 

RB, dated March 16, 2023. If Boeing 

Service Bulletin 777–53–0087, Revision 

1, dated March 4, 2020, is accomplished 

without the fuselage skin modification, 

repeat inspections in accordance with 

Boeing Alert Requirements Bulletin 

777–53A0100 RB, dated March 16, 

2023, continue to apply. The FAA notes 

that flagnote (a) in the tables in the 

‘‘Compliance’’ paragraph of Boeing 

Alert Requirements Bulletin 777– 

53A0100 RB, dated March 16, 2023, 

specifies ‘‘Accomplishment of the left 

side UWL with fuselage skin 

modification in accordance with 

Revision 1 of Boeing Service Bulletin 

777–53–0087 is terminating action for 

this repeat inspection.’’ 

The FAA also notes where in the 

second paragraph of ‘‘Other Relevant 

Rulemaking’’ of the NPRM states ‘‘The 

accomplishment of the longeron 

modification specified in Boeing Service 

Bulletin 777–53–0084, Revision 2, dated 

December 9, 2020, or Boeing Service 

Bulletin 777–53–0087, Revision 1, dated 

March 4, 2020’’ the text should state 

‘‘The accomplishment of the longeron 

modification with fuselage skin 

modification specified in Boeing Service 

Bulletin 777–53–0084, Revision 2, dated 

December 9, 2020, or Boeing Service 

Bulletin 777–53–0087, Revision 1, dated 

March 4, 2020.’’ However, the ‘‘Other 

Relevant Rulemaking’’ paragraphs are 

not restated in this AD. The FAA has 

not revised this AD in this regard. 

Request To Allow Later Revisions of 

Service Information 

American Airlines requested that the 

FAA allow the use of future revisions of 

Boeing Service Bulletin 777–53–0087, 

Revision 1, dated March 4, 2020. 

American Airlines stated the Revision 2 

of Boeing Service Bulletin 777–53–0087 

will add new replacement and 

supplemental kits, add fastener 

installation instructions, update bracket 

installation instructions, correct fastener 

callouts and correct typographical 

errors. 

The FAA does not agree. Revision 2 

of Boeing Service Bulletin 777–53–0087 

has not yet been FAA approved nor 

been published. The FAA may not refer 

to any document that does not yet exist 

in an AD. To allow operators to use later 


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revisions of the referenced document 

(issued after publication of the AD), 

either the FAA must revise the AD to 

reference specific later revisions, or 

operators must request approval to use 

later revisions as an alternative method 

of compliance with this AD under the 

provisions of paragraph (j) of this AD. 

Request To Clarify Paragraph (h)(5) of 

the Proposed AD 

American Airlines requested that the 

FAA clarify if paragraph (h)(5) of the 

proposed AD is exclusive to the center 

wing fuel tank location, or whether 

adjustments should also be made to the 

other steps that offer the choice to 

utilize Boeing Material Specification 

(BMS) 5–95 sealant or other sealants. 

The FAA agrees to clarify. The 

exception in paragraph (h)(5) of this AD 

is applicable to sealant application in 

the center wing fuel tank only. The use 

of BMS 5–95 sealant instead of BMS 5– 

45 sealant is only a concern when the 

location being sealed is inside a fuel 

tank such that the sealant is directly 

exposed to fuel. Only Figure 13 and 

Figure 49 describe sealing operations 

inside a fuel tank using BMS 5–95 

sealant. As such, paragraph (h)(5) of this 

AD is specifically limited to flagnote (f) 

of Figure 13 and Figure 49. Other 

locations (i.e., other flagnotes and 

figures) in the service information that 

provide an option of BMS 5–45 and 

BMS 5–95 are acceptable as written. The 

FAA also notes that a similar rationale 

applies to the exception in paragraph 

(h)(4) of this AD. The FAA has not 

changed this AD in this regard. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin 777–53A0100 

RB, dated March 16, 2023. This material 

specifies procedures for external or 

internal (depending on configuration) 

detailed and ultrasonic or surface high 

frequency eddy current (HFEC) 

inspections for any cracking of the left 

and right side fuselage skin common to 

the UWL, and applicable on-condition 

actions. On-condition actions include, 

among other things, modification of the 

fuselage skin, and post-modification 

inspections and applicable corrective 

actions (repairs of cracking). 

Compliance times for on-condition 

actions depend on inspection type, 

inspection findings, and modification 

status. 

The FAA also reviewed Boeing Multi 

Operator Message MOM–MOM–24– 

0054–01B, dated January 26, 2024. This 

material specifies corrections for Boeing 

Alert Requirements Bulletin 777– 

57A0122 RB, dated October 8, 2021, that 

address a non-destructive test manual 

(NDTM) error, fastener callout errors, 

inadequate cap seal instructions, figure 

orientation errors, minimum gap errors, 

missing fasteners on certain figures, 

affected groups missing from certain 

figures, and typographical errors. 

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. 

Costs of Compliance 

The FAA estimates that this AD 

affects 272 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

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

External or internal inspections.Up to 21 work-hours × $85 

per hour = $1,785 per inspection cycle.

$0 $1,785 per inspection cycle ... $485,520 per inspection 

cycle. 

The FAA estimates the following 

costs to do any necessary on-condition 

actions that would be required based on 

the results of the inspection. The agency 

has no way of determining the number 

of aircraft that might need these actions: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Modification .............................................. 420 work-hours × $85 per hour = 

$35,700.

$40,620 $76,320. 

Post-modification inspections .................. 46 work-hours × $85 per hour = $3,910 

per inspection cycle.

0 $3,910 per inspection cycle. 

The FAA has received no definitive 

data on which to base the cost estimates 

for the on-condition repairs specified in 

this 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 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. 


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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) Will not affect intrastate aviation 

in Alaska, and 

(3) 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. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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: 

2024–16–09 The Boeing Company: 

Amendment 39–22815; Docket No. 

FAA–2024–0769; Project Identifier AD– 

2023–00556–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective November 12, 2024. 

(b) Affected ADs 

This AD affects AD 2023–17–14, 

Amendment 39–22541 (88 FR 60111, August 

31, 2023) (AD 2023–17–14). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, –200LR, –300, –300ER, and 

777F series airplanes, certificated in any 

category, as identified in Boeing Alert 

Requirements Bulletin 777–53A0100 RB, 

dated March 16, 2023. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by a report 

indicating multiple findings of cracks in the 

fuselage skin common to the underwing 

longeron (UWL). The FAA is issuing this AD 

to address fuselage skin cracking caused by 

cold work surface upset that is not removed 

from the mating parts and high joint load 

transfer or significant local bending stresses 

at critical fastener locations. The unsafe 

condition, if not addressed, could result in an 

inability of a principal structural element 

(PSE) to sustain limit load, leading to 

reduced structural integrity of the airplane 

and possible 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 777–53A0100 RB, 

dated March 16, 2023, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 777–53A0100 

RB, dated March 16, 2023. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 777–53A0100, dated March 16, 

2023, which is referred to in Boeing Alert 

Requirements Bulletin 777–53A0100 RB, 

dated March 16, 2023. 

Note 2 to paragraph (g): Guidance for 

accomplishing certain on-condition actions 

required by paragraph (g) of this AD can be 

found in Boeing Service Bulletin 777–53– 

0084, Revision 2, dated December 9, 2020; 

Boeing Service Bulletin 777–53–0087 

Revision 1, dated March 4, 2020; and Boeing 

Alert Requirements Bulletin 777–57A0122 

RB, dated October 8, 2021. 

(h) Exceptions to Requirements Bulletin 

Specifications 

(1) Where the Compliance Time columns 

of the tables in the ‘‘Compliance’’ paragraph 

of Boeing Alert Requirements Bulletin 777– 

53A0100 RB, dated March 16, 2023, use the 

phrase ‘‘the original issue date of 

Requirements Bulletin 777–53A0100 RB,’’ 

this AD requires using the effective date of 

this AD. 

(2) Where Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 16, 

2023, and any service information referenced 

in Boeing Alert Requirements Bulletin 777– 

53A0100 RB, dated March 16, 2023, specifies 

contacting Boeing for repair instructions: 

This AD requires doing the repair using a 

method approved in accordance with the 

procedures specified in paragraph (j) of this 

AD. 

Note 3 to paragraph (h)(2): This note 

applies to paragraphs (h)(2) and (3) of this 

AD. Boeing Alert Requirements Bulletin 777– 

53A0100 RB, dated March 16, 2023, refers to 

Boeing Service Bulletin 777–53–0084, 

Revision 2, dated December 9, 2020; Boeing 

Service Bulletin 777–53–0087, Revision 1, 

dated March 4, 2020; and Boeing Alert 

Requirements Bulletin 777–57A0122 RB, 

dated October 8, 2021. 

(3) Where any service information 

referenced in Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 16, 

2023, specifies applying a cap seal (sealant) 

to a fastener, fastener head, and fastener 

threads and collars inside the fuel tank, for 

this AD, during application of any cap seal 

to a fastener, fastener head, or fastener 

threads and collars inside the fuel tank, the 

cap seal must be applied using a cap sealing 

procedure with thickness greater than or 

equal to the dimensions given in Figure 1 to 

paragraph (h)(3) of this AD. 

Note 4 to paragraph (h)(3): Guidance on an 

acceptable cap sealing procedure for 

accomplishing the actions required by 

paragraph (h)(3) of this AD can be found in 

Boeing Model 777 Aircraft Maintenance 

Manual (AMM) section 28–11–00. 

Figure 1 to Paragraph (h)(3)—Cap Sealing 

Dimensions (all Dimensions are in Inches) 


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(4) Where Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 16, 

2023, specifies doing actions ‘‘in accordance 

with Revision 2 of Boeing Service Bulletin 

777–53–0084,’’ for this AD, where flagnote (f) 

of Figure 7 and Figure 22 of that referenced 

service information (‘‘Revision 2 of Boeing 

Service Bulletin 777–53–0084’’) includes a 

sealant callout of Boeing Material 

Specification (BMS) 5–45 or an optional BMS 

5–95, only BMS 5–45 is allowed. 

(5) Where Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 16, 

2023, specifies doing actions ‘‘in accordance 

with Revision 1 of Boeing Service Bulletin 

777–53–0087,’’ for this AD, where flagnote (f) 

of Figure 13 and Figure 49 of that referenced 

service information (‘‘Revision 1 of Boeing 

Service Bulletin 777–53–0087’’) includes a 

sealant callout of BMS 5–45 or an optional 

BMS 5–95, only BMS 5–45 is allowed. 

(6) Where Boeing Alert Requirements 

Bulletin 777–53A0100 RB, dated March 16, 

2023, specifies doing actions ‘‘in accordance 

with the original issue of Boeing Alert 

Requirements Bulletin 777–57A0122 RB,’’ for 

this AD, the exceptions specified in 

paragraph (h)(6)(i) through (v) of this AD 

apply to that referenced service information 

(‘‘the original issue of Boeing Alert 

Requirements Bulletin 777–57A0122 RB’’) 

and the corrections identified in Boeing 

Multi Operator Message MOM–MOM–24– 

0054–01B, dated January 26, 2024, apply to 

that referenced service information. 

(i) Where the ‘‘Compliance’’ paragraph of 

the referenced service information identifies 

‘‘Tables 1 through 50,’’ the correct number of 

tables is Tables 1 through 54. 

(ii) The referenced service information 

does not specify the application of cap seals 

to underwing longeron fasteners, fastener 

heads, and fastener threads and collars for 

the airplane groups and configurations 

identified in paragraphs (h)(6)(ii)(A) through 

(D) of this AD. For those airplane groups and 

configurations, the application of a cap seal 

to the underwing longeron fasteners at the 

locations identified in Figures 81 and 144 is 

required during installation of the underwing 

longeron and must be applied using a cap 

sealing procedure with thickness greater than 

or equal to the dimensions given in Figure 1 

to paragraph (h)(3) of this AD. 

(A) Groups 7 and 8, Configurations 5 

through 8, on the left side. 

(B) Group 9, Configurations 1 and 2, on the 

left side. 

(C) Groups 7 and 8, Configurations 2, 6, 10, 

and 14, on the right side. 

(D) Group 9, Configurations 1 and 3, on the 

right side. 

(iii) For any inspection that may require 

the removal of fastener cap seals, if the cap 

seal is removed, a cap seal of BMS 5–45 

sealant must be reapplied using a cap sealing 

procedure with a thickness equal to or greater 

than the dimensions specified in Figure 1 to 

paragraph (h)(3) of this AD before further 

flight after completion of the inspection. 

(iv) The referenced service information 

does not require the restoration of any sealant 

removed to accomplish high frequency eddy 

current and ultrasonic inspections external to 

the fuel tank in Figures 1, 7, 11, and 17. 

Following completion of any inspection 

required by those figures, replacement of the 

sealant described in paragraph (h)(6)(iv)(A) 

and repair of the sealant described in 

paragraph (h)(6)(iv)(B) of this AD, as 

applicable, is required. 

(A) Where any sealant was removed from 

the heads of fasteners, before further flight, 

cover and fillet seal the fasteners using BMS 

5–45 or BMS 5–95 sealant. 

Note 5 to paragraph (h)(6)(iv)(A): 

Guidance for accomplishing the actions 

required by paragraph (h)(6)(iv)(A) of this AD 

can be found in the Boeing Standard 

Overhaul Practices Manual (SOPM) section 

20–50–19. 

(B) Following any sealant replacement 

required by paragraph (h)(6)(iv)(A) of this 

AD, where any secondary fuel barrier coating 

was removed, before further flight, repair the 

secondary fuel barrier using BMS 5–81 

sealant. 

Note 6 to paragraph (h)(6)(iv)(B): Guidance 

for accomplishing the actions required by 

paragraph (h)(6)(iv)(B) of this AD can be 

found in Boeing Model 777 Aircraft 

Maintenance Manual (AMM) section 28–11– 

00. 

(v) The Effectivity of the referenced service 

information does not include Boeing Model 

777F series airplanes having line numbers 

1713, 1717, 1720, and 1724 through 1742 

inclusive. For those airplanes the applicable 

actions for Group 6 must be done. 

(i) Terminating Action for AD 2023–17–14 

For airplanes on which a front spar lower 

chord modification specified in Boeing Alert 

Requirements Bulletin 777–57A0122 RB is 

done as part of the requirements of 

paragraphs (g) and (h)(6) of this AD, the 

modification requirements of paragraph (g) of 

AD 2023–17–14 are terminated for the 

applicable side (left or right) on which the 

modification was done. 

(j) 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 Continued Operational 

Safety Branch, send it to the attention of the 

person identified in paragraph (k)(1) of this 

AD. Information may be emailed to: AMOC@

faa.gov. 


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(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. 

(k) 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 (l)(3) of this 

AD. 

(l) 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 

777–53A0100 RB, dated March 16, 2023. 

(ii) Boeing Multi Operator Message MOM– 

MOM–24–0054–01B, dated January 26, 2024. 

(3) For Boeing material, 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, 

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

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

Issued on August 1, 2024. 

Peter A. White, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2024–23117 Filed 10–7–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1886; Project 

Identifier AD–2023–00429–T; Amendment 

39–22841; AD 2024–18–07] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2009–01– 

02, which applied to certain Boeing 

Model 737–600, –700, –700C, –800, and 

–900 series airplanes. AD 2009–01–02 

required an inspection of frames 

between body station (BS) 360 and BS 

907 to determine if certain support 

brackets of the air conditioning (A/C) 

outlet extrusions are installed, 

inspections for cracking of the frames 

around the attachment holes of the 

subject brackets, and repair if necessary. 

AD 2009–01–02 also requires installing 

new, improved fittings for all support 

brackets of the A/C outlet extrusions 

between BS 360 and BS 907. This AD 

was prompted by numerous reports of 

multiple cracks in the frame around the 

attachment holes of the support bracket 

of the A/C outlet extrusion, and the 

determination that certain repairs might 

develop fatigue cracks that could result 

in the inability of the frame to sustain 

limit load and therefore must be 

inspected. This AD would continue to 

require the actions specified in AD 

2009–01–02 and would also require 

repetitive inspections for cracking of 

certain repairs, and repair if necessary. 

The FAA is issuing this AD to address 

the unsafe condition on these products. 

DATES: This AD is effective November 

12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of February 27, 2009 (74 FR 

4117, January 23, 2009). 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1886; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

Material Incorporated by Reference: 

• For Boeing 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. 

• 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–2023–1886. 

FOR FURTHER INFORMATION CONTACT: 

Owen F. Bley-Male, Aviation Safety 

Engineer, FAA, 2200 South 216th Street, 

Des Moines, WA 98198; phone: 206– 

231–3992; email: Owen.F.Bley-Male@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2009–01–02, 

Amendment 39–15780 (74 FR 4117, 

January 23, 2009) (AD 2009–01–02). AD 

2009–01–02 applied to certain Boeing 

Model 737–600, –700, –700C, –800, and 

–900 series airplanes. The NPRM 

published in the Federal Register on 

September 25, 2023 (88 FR 65637). The 

NPRM was prompted by numerous 

reports of multiple cracks in the frame 

around the attachment holes of the 

support bracket of the A/C outlet 

extrusion and the determination that 

certain repairs might develop fatigue 

cracks that could result in the inability 

of the frame to sustain limit load and 

therefore must be inspected. In the 

NPRM, the FAA proposed to continue to 

require a one-time general visual 

inspection of frames between BS 360 

and BS 907 to determine if certain 

support brackets of the A/C outlet 

extrusions are installed; medium- and 

high-frequency eddy current inspections 

for cracking of the frames around the 

attachment holes of the subject brackets; 

repair if necessary; and installation of 

new, improved fittings for all support 

brackets of the A/C outlet extrusions 

between BS 360 and BS 907. The NPRM 

also proposed to require repetitive 

inspections for cracking of certain 

repairs, and repair if necessary. The 

FAA is issuing this AD to prevent frame 


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