Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules 70799 

1 International Organization for Standardization 

(ISO), ISO 12942, Compressors—Classification— 

Complementary information to ISO 5390, 

International Organization for Standardization 

(ISO), 2012. 

2Energy Information Administration, Annual 

Energy Outlook 2014, Table 2. 

6311–6317), which was subsequently redesignated as Part A–1 for editorial 

reasons, established an energy 

conservation program for certain 

industrial equipment, including 

compressors, the subject of today’s 

notice. (42 U.S.C. 6311(2)(B)(i)) Unlike 

some other types of equipment included 

in EPCA, the term ‘‘compressors’’ is 

undefined. 

Section 341 of EPCA, 42 U.S.C. 6312, 

provides a general statement of purpose 

to improve the efficiency of a variety of 

industrial equipment to conserve the 

energy resources of the Nation and 

permits the Secretary of Energy to 

classify certain equipment as covered 

equipment if a determination is made by 

rulemaking that doing so is necessary to 

carry out the purposes of Part A–1 of 

EPCA. Consistent with this process, 

DOE is currently considering whether to 

regulate the efficiency of a specific 

group of compressors—commercial and 

industrial compressors. 77 FR 76972 

(December 31, 2012). DOE received 

comments from interested parties, 

which are available in docket number 

EERE–2013–BT–STD–0040. The 

comments were considered in 

developing a Framework Document to 

explain the relevant issues, analyses, 

and processes it anticipates using when 

considering new energy conservation 

standards for commercial and industrial 

compressors. DOE issued that document 

and conducted a public meeting to 

discuss its contents earlier this year. 79 

FR 6839 (February 5, 2014). For more 

information, see http://

www1.eere.energy.gov/buildings/

appliance_standards/rulemaking.aspx/

ruleid/58. 

Because the term ‘‘compressors’’ is 

undefined by EPCA, DOE considered a 

variety of definitions for this term to 

help ensure a reasonable level of clarity 

with respect to the type of equipment 

that might be regulated. In its ongoing 

proceeding, DOE offered for comment 

the following definition for 

‘‘commercial and industrial 

compressors’’ to clarify the coverage of 

any potential test procedure or energy 

conservation standard: 

Compressor: ‘‘A compressor is an 

electric-powered device that takes in air 

or gas at atmospheric pressure and 

delivers the air or gas at a higher 

pressure. Compressors typically have a 

specific ratio, the ratio of delivery 

pressure to supply pressure, greater than 

1.20.’’ 

After further evaluating this definition 

and considering the comments it 

received, DOE revisited this definition 

and offered a revised version. That 

version, which is based on International 

Organization for Standardization (ISO) 

Technical Report (TR) 12942, provides a 

different definition of the term 

‘‘compressor’’ from DOE’s initial 

approach. (ISO TR 12942 provides a 

means to classify modern compressor 

types along with definitions and related 

terms that can be utilized in technical 

and contractual specifications such as a 

manufacturer’s literature and industrial 

statistics.) DOE offered the following 

revised definition for public comment: 

Compressor: a machine or apparatus 

converting different types of energy into 

the potential energy of gas pressure for 

displacement and compression of 

gaseous media to any higher pressure 

values above atmospheric pressure with 

pressure-increase ratios exceeding 1.1.1

DOE is continuing to consider 

revisions to this definition, however, 

due at least in part to submitted 

comments in which some parties 

commented that the specified ratio 

should be different to avoid overlapping 

with what the compressor industry 

generally treats as ‘‘blowers,’’ 

equipment for which DOE may also 

establish standards. See 78 FR 7306 

(February 1, 2013) (announcing DOE’s 

issuance of a framework document 

related to the potential setting of energy 

conservation standards for industrial 

fans and blowers). Also see http://

www1.eere.energy.gov/buildings/

appliance_standards/rulemaking.aspx/

ruleid/25. 

While DOE’s focus has centered 

primarily on those compressors that are 

intended to compress air, compressors 

are used in a wide variety of 

applications and may be used to 

compress different types of gases. DOE 

is aware that compressors intended to 

compress other gases such as natural gas 

(i.e., gas compressors) may, both 

collectively and individually, use a 

substantial amount of energy, as such 

compressors are often very large. An 

important application of gas 

compressors is the pipeline transport of 

natural gas. The drivers for such 

compressors can be natural gas turbines 

(particularly since gas is an easily 

accessible fuel out in the field), steam 

turbines, internal combustion engines, 

or electric motors. Recent data provided 

by the Energy Information 

Administration (EIA) indicate that the 

annual amount of natural gas used to 

transport natural gas through the 

pipeline system was about 0.7 

quadrillion Btu. In addition to the 

pipeline transport of natural gas, 

compressors are used in the production 

and processing of natural gas, which is 

accounted for in the 1.4 quadrillion Btus 

of natural gas reported by EIA as ‘‘lease 

and plant fuel.’’ 2 As such, DOE is now 

considering the possibility of setting 

energy efficiency standards for natural 

gas compressors, in addition to 

efficiency standards for commercial and 

industrial air compressors. 

To inform its decision making 

regarding natural gas compressors DOE 

will hold a public meeting to discuss 

and receive further comments and 

supporting data about the characteristics 

and energy use of this equipment as 

described in the RFI. (79 FR 45377) 

Issued in Washington, DC, on November 

20, 2014. 

Kathleen B. Hogan, 

Deputy Assistant Secretary, Energy Efficiency 

and Renewable Energy. 

[FR Doc. 2014–28126 Filed 11–26–14; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0778; Directorate 

Identifier 2014–NM–095–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, 747SR, and 747SP 

series airplanes. This proposed AD was 

prompted by reports of corrosion found 

on the mating surfaces between certain 

skin and stringers at circumferential 

skin splices. This proposed AD would 

require general visual inspections of the 

fuselage skin at certain lower 

circumferential splices for the presence 

of existing external doublers, repetitive 

inspections of the fuselage skin, and 

related investigative and corrective 

actions if necessary. We are proposing 

this AD to detect and correct 

compromised fillet seals, which can 

result in corrosion and skin cracking 

and consequent loss of capability to 

support limit loads. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
70800 Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules 

DATES: We must receive comments on 

this proposed AD by January 12, 2015. 

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 

http://www.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. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: 

Data & Services Management, P.O. Box 

3707, MC 2H–65, Seattle, WA 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com.You 

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0778; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6432; fax: 425– 

917–6590; email: bill.ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite 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– 

2014–0778; Directorate Identifier 2014– 

NM–095–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We received reports of corrosion 

found on the mating surfaces between 

the skin and stringers in Section 42 and 

Section 46 at circumferential skin 

splices. A review of the applicable 

drawings shows that the stringers in 

these circumferential splice locations 

were not installed with faying surface 

sealant. Fillet seals were applied on 

both the upper and lower sides of the 

stringer, so if a fillet seal is 

compromised, moisture can enter the 

area and result in corrosion in the area 

between the skin and the stringer. This 

condition, if not corrected, could result 

in skin cracking, which could result in 

a loss of capability to support limit 

loads. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–53A2861, dated April 1, 

2014. For information on the procedures 

and compliance times, see this service 

information at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0778. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information identified 

previously, except as discussed under 

‘‘Difference Between the Proposed AD 

and the Service Information.’’ 

The phrase ‘‘related investigative 

actions’’ is used in this proposed AD. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary actions, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Explanation of ‘‘RC’’ Steps in Service 

Information 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directives Implementation Aviation 

Rulemaking Committee (AD ARC), to 

enhance the AD system. One 

enhancement was a new process for 

annotating which steps in the service 

information are required for compliance 

with an AD. Differentiating these steps 

from other tasks in the service 

information is expected to improve an 

owner’s/operator’s understanding of 

crucial AD requirements and help 

provide consistent judgment in AD 

compliance. The actions specified in the 

service information described 

previously include steps that are labeled 

as RC (required for compliance) because 

these steps have a direct effect on 

detecting, preventing, resolving, or 

eliminating an identified unsafe 

condition. 

As noted in the specified service 

information, steps labeled as RC must be 

done to comply with the proposed AD. 

However, steps that are not labeled as 

RC are recommended. Those steps that 

are not labeled as RC may be deviated 

from, done as part of other actions, or 

done using accepted methods different 

from those identified in the service 

information without obtaining approval 

of an alternative method of compliance 

(AMOC), provided the steps labeled as 

RC can be done and the airplane can be 

put back in a serviceable condition. Any 

substitutions or changes to steps labeled 

as RC will require approval of an 

AMOC. 

Difference Between Proposed Rule and 

Service Bulletin 

Boeing Alert Service Bulletin 747– 

53A2861, dated April 1, 2014, specifies 

to contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules 70801 

Costs of Compliance 

We estimate that this proposed AD 

affects 165 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

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

operators 

Inspection ............... Up to 121 work-hours × $85 per hour = $10,370 ............. $0 Up to $10,285 ............ Up to $1,697,025. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This proposed 

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 

We 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) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 (AD): 

The Boeing Company: Docket No. FAA– 

2014–0778; Directorate Identifier 2014– 

NM–095–AD. 

(a) Comments Due Date 

We must receive comments by January 12, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747–400, 

747–400D, 747–400F, 747SR, and 747SP 

series airplanes; certificated in any category, 

as identified in Boeing Alert Service Bulletin 

747–53A2861, dated April 1, 2014. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

corrosion found on the mating surfaces 

between certain skin and stringers at 

circumferential skin splices. We are issuing 

this AD to detect and correct compromised 

fillet seals, which can result in corrosion and 

skin cracking and consequent loss of 

capability to support limit loads. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections and Repair for Group 1 

Airplanes 

For airplanes identified as Group 1 in 

Boeing Alert Service Bulletin 747–53A2861, 

dated April 1, 2014: At the applicable times 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2861, 

dated April 1, 2014, except as provided by 

paragraph (i)(1) of this AD, do external 

general visual inspections for the presence of 

external doublers on the fuselage skin, and 

do the applicable actions specified in 

paragraphs (g)(1) and (g)(2) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2861, dated April 1, 2014, except as 

required by paragraph (i)(2) of this AD. 

(1) Before further flight, do an external 

lower lobe doubler surface low frequency 

eddy current (LFEC) inspection for skin 

cracks or do an external lower lobe skin 

surface LFEC inspection for corrosion, as 

applicable, and do all applicable related 

investigative and corrective actions. Do all 

applicable related investigative and 

corrective actions before further flight. 

(2) Do all applicable repetitive inspections 

of the fuselage skin thereafter at the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2861, dated April 1, 2014. 

(h) Inspections and Repair for Group 2 

Airplanes 

For airplanes identified as Group 2 in 

Boeing Alert Service Bulletin 747–53A2861, 

dated April 1, 2014: At the applicable times 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2861, 

dated April 1, 2014, except as provided by 

paragraph (i)(1) of this AD, do external 

general visual inspections for the presence of 

external doublers on the fuselage skin, and 

do the applicable actions specified in 

paragraphs (h)(1) and (h)(2) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2861, dated April 1, 2014, except as 

required by paragraph (i)(2) of this AD. 

(1) For affected areas with any existing 

repair doubler: Before further flight, do 

inspections and applicable repairs using a 

method approved in accordance with the 

procedures specified by paragraph (j) of this 

AD. 

(2) For affected areas with no existing 

repair doubler, do the applicable actions 

specified in paragraph (h)(2)(i) and (h)(2)(ii) 

of this AD. 

(i) Before further flight, do an external 

lower lobe skin surface LFEC for corrosion, 

an external lower lobe doubler surface LFEC 

inspection for skin cracks, and an external 


tkelley on DSK3SPTVN1PROD with PROPOSALS
70802 Federal Register / Vol. 79, No. 229 / Friday, November 28, 2014 / Proposed Rules 

lower lobe skin detailed inspection for cracks 

and do all applicable related investigative 

and corrective actions. Do all applicable 

related investigative and corrective actions 

before further flight. 

(ii) Do all applicable repetitive inspections 

of the fuselage skin thereafter at the 

applicable times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–53A2861, dated April 1, 2014. 

(i) Exceptions to Service Information 

Specifications 

(1) Where Boeing Alert Service Bulletin 

747–53A2861, dated April 1, 2014, specifies 

a compliance time ‘‘after the original issue 

date of this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Although Boeing Alert Service Bulletin 

747–53A2861, dated April 1, 2014, specifies 

to contact Boeing for repair data, and 

specifies that action as ‘‘RC’’ (Required for 

Compliance), this AD requires repair before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Aircraft Certification 

Office (ACO), FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k)(1) of this AD. Information may 

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

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) Except as required by paragraph (i) of 

this AD: If the service information contains 

steps that are labeled as RC (Required for 

Compliance), those steps must be done to 

comply with this AD; any steps that are not 

labeled as RC are recommended. Those steps 

that are not labeled as RC may be deviated 

from, done as part of other actions, or done 

using accepted methods different from those 

identified in the specified service 

information without obtaining approval of an 

AMOC, provided the steps labeled as RC can 

be done and the airplane can be put back in 

a serviceable condition. Any substitutions or 

changes to steps labeled as RC require 

approval of an AMOC. 

(4) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(k) Related Information 

(1) For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6432; fax: 425–917–6590; 

email: bill.ashforth@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may view this referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

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

Issued in Renton, Washington, on 

November 19, 2014. 

Suzanne Masterson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–28124 Filed 11–26–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0777; Directorate 

Identifier 2014–NM–088–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 787–8 

airplanes. This proposed AD was 

prompted by numerous reports of 

failures of the proximity sensor within 

the slat skew detection mechanism 

assembly (DMA) leading to slats up 

landing events. This proposed AD 

would require replacing the slat skew 

DMAs with new slat skew DMAs, and 

marking the existing identification 

plates on the slat with the new part 

number. We are proposing this AD to 

prevent failure of the proximity sensor, 

which could result in the slats being 

shut down and a slats up high speed 

landing. This condition, in combination 

with abnormal landing conditions such 

as a short runway or adverse weather 

conditions, could result in a runway 

excursion. 

DATES: We must receive comments on 

this proposed AD by January 12, 2015. 

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 

http://www.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. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https:// 

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0777; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Douglas Tsuji, Senior Aerospace 

Engineer, Systems and Equipment 

Branch, ANM–130S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone: 425–917–6546; fax: 425– 

917–6590; email: douglas.tsuji@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite 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– 

2014–0777; Directorate Identifier 2014– 

NM–088–AD’’ at the beginning of your 

comments. We specifically invite 


tkelley on DSK3SPTVN1PROD with PROPOSALS