Federal Register / Vol. 80, No. 214 / Thursday, November 5, 2015 / Rules and Regulations 68437 

Revision 02, dated May 13, 2011. The 

revision level of this document is identified 

on only the title page and in the Record of 

Revisions. The revision date is not identified 

on the title page of this document. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

(4) You may view this 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on October 

22, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–27925 Filed 11–4–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0649; Directorate 

Identifier 2014–NM–132–AD; Amendment 

39–18314; AD 2015–22–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 787–8 

airplanes. This AD was prompted by 

reports of missing plugs found prior to 

airplane delivery, during manufacturing 

inspections, at various locations in 

certain stringers of the lower lobe cargo 

compartments. This AD requires drilling 

a hole and installing and bonding plugs 

in certain stringers of the lower lobe 

cargo compartments. We are issuing this 

AD to detect and correct missing or 

misaligned plugs which, in the event of 

a fire, could cause an increased rate of 

loss of Halon in the lower cargo 

compartments, and result in the 

inability to extinguish a fire and 

consequent loss of control of the 

airplane. 

DATES: This AD is effective December 

10, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 10, 2015. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0649. 

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– 

0649; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6596; fax: 

425–917–6590; email: francis.smith@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 787–8 airplanes. The NPRM 

published in the Federal Register on 

September 23, 2014 (79 FR 56682). The 

NPRM was prompted by reports of 

missing plugs found prior to airplane 

delivery, during manufacturing 

inspections, at various locations in 

certain stringers of the lower lobe cargo 

compartments. The NPRM proposed to 

require drilling a hole and installing and 

bonding plugs in certain stringers of the 

lower lobe cargo compartments. We are 

issuing this AD to detect and correct 

missing or misaligned plugs which, in 

the event of a fire, could cause an 

increased rate of loss of Halon in the 

lower cargo compartments, and result in 

the inability to extinguish a fire and 

consequent loss of control of the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 56682, 

September 23, 2014) and the FAA’s 

response to each comment. 

Supportive Comment 

United Airlines stated that it concurs 

with the NPRM (79 FR 56682, 

September 23, 2014), and agrees that the 

detection and correction of the missing 

or misaligned plugs will maintain a 

higher level of safety. 

Request To Delay Issuance of the NPRM 

(79 FR 56682, September 23, 2014) 

All Nippon Airways (ANA) asked that 

we delay issuance of the NPRM (79 FR 

56682, September 23, 2014) until Boeing 

Alert Service Bulletin B787–81205– 

SB530024–00, Issue 001, dated May 15, 

2014 (referred to as the appropriate 

source of service information for 

accomplishing the specified actions), 

can be revised. ANA noted that the 

service information specifies using a 

stringer plug removal/installation tool, 

having tool number (T/N) 

MIT140Z4372–3; however, this tool 

does not work well for doing the 

actions. ANA provided the following 

reasons to substantiate its request: 

• For the instructions specified in 

Task 1 of this service information, the 

connecting tube on the tool (T/N 

140Z4372–8/–15) interferes with the 

fasteners at the section 41/43 joint; 

therefore, the tool cannot be inserted 

into the stringers. The connecting tube 

needs to be shortened in length and 

trimmed to taper. 

• For the instructions specified in 

Task 3 of the service information, the 

tool (T/N 140Z4372–3) cannot be 

inserted at stringers 30R through 35R, 

adjacent to the cargo door, because it 

won’t bend at the location adjacent to 

the stringer end and frame. 

• For the instructions specified in 

Task 3 of the service information, the 

tool (T/N 140Z4372–3) is inserted into 

the stringer from station (STA) 1593 to 


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STA 1209, and the stringer length is 384 

inches. This tool has five extension rods 

that are 300 inches, and six extension 

rods that are 350 inches, respectively; 

therefore, additional rods are necessary. 

• The tool (T/N 140Z4372–3) has a 

head piece (T/N 140Z4372–4/–5) and a 

push rod (T/N 140Z4372–6/–14) with a 

retaining pin hole. However, the 

retaining pin is not centered on the 

push rod and head piece, so the head 

piece detaches from the push rod during 

the plug removal/installation, and it 

takes an extraordinary amount of time to 

remove the head piece from the stringer. 

The retaining pin should be centered on 

the push rod and head piece in order to 

alleviate these issues. 

Boeing has issued Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015. This 

service information provides 

clarification to the instructions, which 

addresses the commenter’s concerns. In 

addition, the stringer plug removal/

installation tool, having T/N 

MIT140Z4372–3, has been redesigned 

and retains the same part number. We 

have revised paragraphs (c) and (g) of 

this AD to refer to Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015. We have 

also added new paragraph (h) to this AD 

to give credit for actions performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin B787– 

81205–SB530024–00, Issue 001, dated 

May 15, 2014. 

Request To Add Use of Fabricated Tool 

in Service Information Instructions 

ANA asked that we allow using an 

alternate stringer plug removal/

installation tool, fabricated by ANA, and 

include the tool in the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 001, dated May 15, 2014, when the 

service information is revised. ANA 

added that, due to the issues previously 

identified, it has been using this 

alternate stringer plug removal/

installation tool to remove existing 

plugs and install new plugs, with 

concurrence from Boeing. 

We acknowledge the commenter’s 

request to allow its fabricated tool to be 

included in the service information 

instructions. However, as noted 

previously, Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015, has been 

issued; and the stringer plug removal/

installation tool, having T/N 

MIT140Z4372–3, has been redesigned 

and retains the same part number. We 

have not changed this AD in this regard. 

Request To Add Instructions to Service 

Information for Clarification 

ANA asked that we add certain 

instructions to the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 001, dated May 15, 2014. ANA 

provided the following reasons to 

substantiate its request: 

• For the instructions specified in 

Task 1, steps 2 and 3, of the service 

information, it specifies drilling a hole 

on stringers S–34L and S–35L. Removal 

of the environmental control system 

(ECS) cargo air insulated riser duct is 

necessary to ensure workspace for 

drilling at S–34L and S–35L. ANA asked 

that these removal and installation 

instructions be added when the service 

information is revised. 

• For the instructions specified in 

Task 2, step 3, of the service 

information, it specifies bonding new 

plugs in the stringers; however, the 

stringer and duct installed at the aft face 

of STA 825 frame web are adjacent to 

the stringer, so it is not possible to apply 

a resin through the moisture vent hole. 

Additionally, the tie-up for supporting 

the duct should be cut and removed. 

ANA asked that instructions be added to 

cut the tie-up and move the duct if the 

access conditions identified in the 

service information are insufficient. 

Boeing has issued Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015. This 

service information provides 

clarification to the instructions 

identified, which addresses the 

commenter’s concerns. We have not 

changed this AD in this regard. 

ANA also stated that each task in the 

service information necessitates 

confirmation that using a Sharpie 

marker, or similar, to mark the 

centerline of the top surface of the new 

plug to help locate the plug at the 

position of a stringer vent hole is 

permitted. However, ANA found that 

the plug had rotated to 90 degrees; but 

the centerline of the top surface of the 

new plug was at the position of a 

stringer vent hole. ANA asked that 

instructions be added to the service 

information specifying that after plug 

installation operators should verify the 

new plug location is correct with a 

mirror or borescope. 

We acknowledge the commenter’s 

concerns. Boeing has incorporated 

instructions into Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015, which 

allow the use of a mirror or borescope 

to check the proper positioning of a plug 

before applying the bond. We have not 

changed this AD in this regard. 

ANA also stated that the instructions 

specified in Task 1, Note 9, of the 

service information, specify using a 3- 

step drill process. The first step is to 

drill a new pilot hole of 1⁄8 inch; the 

second step is to drill a new pilot hole 

of 3⁄16 inch; and the third step is to ream 

to a final diameter of 0.235 to 0.265 

inch. Step 2.3 is required for 

compliance (RC), so no deviation of the 

procedure is permitted. ANA added that 

to maintain the 3-step drill process, a 

special reamer is needed. ANA noted 

that the primary objective should be 

preparing the final diameter hole, not 

the number of drilling steps, and asked 

that the 3-step drill process be removed, 

and more steps to the drill process be 

allowed. 

We agree that alternative methods 

may be allowed for drilling the hole 

specified in Task 1, Note 9, because the 

intent of the 3-step drill process is to 

effectively ream each hole to its final 

diameter. Boeing has incorporated 

instructions allowing additional drill 

steps outside of the 3-step drill process 

in Boeing Alert Service Bulletin B787– 

81205–SB530024–00, Issue 002, dated 

June 5, 2015. We have not changed this 

AD in this regard. 

Request To Clarify Certain Language in 

the SUMMARY and Discussion 

Sections of the NPRM (79 FR 56682, 

September 23, 2014) and Paragraph (e) 

of the Proposed AD 

Boeing asked that we clarify the 

reason for the unsafe condition 

identified in the SUMMARY and 

Discussion sections of the NPRM (79 FR 

56682, September 23, 2014), and 

paragraph (e) of the proposed AD. 

Boeing stated that the language ‘‘reports 

of missing bonded plugs’’ should be 

‘‘reports of missing plugs.’’ Boeing 

noted that bonding the plugs into the 

stringers is the solution, not the issue. 

Boeing also stated that the language 

‘‘certain stringers of the forward 

electrical equipment (EE) bay of the 

lower lobe cargo compartments’’ should 

be ‘‘certain stringers of the lower lobe 

cargo compartments.’’ Boeing noted that 

the issue occurred in both the forward 

and aft cargo bilge areas, not just the 

forward compartment, and added that 

referencing the forward EE bay is not 

relevant to the issue. 

Boeing also asked that we clarify the 

description of the unsafe condition 

identified in the SUMMARY and 

Discussion sections of the NPRM (79 FR 

56682, September 23, 2014), and 

paragraph (e) of the proposed AD. 

Boeing stated that the language ‘‘reports 

of misaligned bonded plugs’’ should be 

‘‘misaligned plugs.’’ Boeing noted that 


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Federal Register / Vol. 80, No. 214 / Thursday, November 5, 2015 / Rules and Regulations 68439 

bonding the plugs into the stringers is 

the solution, not the issue. 

In addition, Boeing asked that we 

delete ‘‘the cause was determined to be 

miscalculated pressure exposures 

during design’’ and ‘‘could result in 

missing or misaligned bonded plugs 

which’’ from the Discussion section of 

the NPRM (79 FR 56682, September 23, 

2014). Boeing stated that there is no data 

showing the cause of the plugs to 

disengage was miscalculated pressure 

exposures. 

We acknowledge the commenter’s 

concerns and provide the following. We 

agree that the word ‘‘bonded’’ should be 

removed from the language in the 

SUMMARY section of this final rule, and 

in paragraph (e) of this AD, for 

clarification; we also agree that the 

language ‘‘the forward EE bay’’ should 

be removed throughout this AD, for the 

reasons provided by the commenter; we 

have changed all applicable sections 

accordingly. 

In addition, we acknowledge the 

commenter’s request that the cause of 

disengagement of the plugs is incorrect 

and should be removed from the 

Discussion section of the NPRM (79 FR 

56682, September 23, 2014). We agree 

that there is no data showing the cause 

of the plugs to disengage was 

miscalculated pressure exposures; this 

issue stems from high pressure 

exposures associated with flight testing 

pressure profiles through pressurization 

checks during production. However, the 

Discussion section of the of the NPRM 

is not restated in this final rule; 

therefore, we have not changed this 

final rule in regard to the language in 

that section. 

Request To Include Detailed Rework 

Instructions 

Boeing asked that we include detailed 

rework instructions in the actions 

required by paragraph (g) of the 

proposed AD (79 FR 56682, September 

23, 2014). Boeing noted that the 

following language should be added 

before the first sentence: ‘‘Ensure all 80 

stringer plugs are installed, and apply 

adhesive to them to ensure they cannot 

become dislodged or misaligned. At 2 

locations, this will require rework 

beyond a nominal application of 

adhesive to the stringer plug. The 

rework at the unique locations will 

involve the following. . . .’’ 

We acknowledge the commenter’s 

concern; however, the rework 

instructions are described in detail in 

the Accomplishment Instructions of 

Boeing Alert Service Bulletin B787– 

81205–SB530024–00, Issue 002, dated 

June 5, 2015. Since this AD requires 

accomplishing the actions in accordance 

with this service information, there is 

no need to describe those instructions in 

detail in paragraph (g) of this AD. We 

have not changed this AD in this regard. 

Request To Extend the Compliance 

Time 

Boeing asked that we extend the 

compliance time for the bonded plug 

installation from 12 to 24 months. 

Boeing stated that a conservative 

recalculation of the Boeing risk analysis 

due to the condition being resolved in 

production, and based on a static fleet 

size of 88 airplanes, resulted in a control 

program time of 66 months. Boeing 

added that a service bulletin compliance 

time of 24 months will allow sufficient 

time for operator planning, scheduling, 

and accomplishment of the retrofit 

within the risk-based control program 

time. 

We do not agree to extend the 

compliance time to 24 months. In 

developing an appropriate compliance 

time for this action, we considered not 

only the degree of urgency associated 

with addressing the subject unsafe 

condition, but the availability of 

required parts, and the practical aspect 

of doing the bonded plug installation 

within an interval of time that 

corresponds to the typical scheduled 

maintenance for the majority of affected 

operators. Under the provisions of 

paragraph (i) of this AD, we may 

approve requests for adjustments to the 

compliance time if data are submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. We have not changed this AD in 

this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

56682, September 23, 2014) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 56682, 

September 23, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015. The 

service information describes 

procedures for drilling a hole and 

installing and bonding plugs in certain 

stringers of the lower lobe cargo 

compartments. This service information 

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 of this AD. 

Costs of Compliance 

We estimate that this AD affects 3 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on 

U.S. operators 

Bonded plug installations ................. 100 work-hours × $85 per hour = $8,500 ..................... $3,466 $11,966 Up to $35,898 

According to the manufacturer, all of 

the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

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 


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68440 Federal Register / Vol. 80, No. 214 / Thursday, November 5, 2015 / Rules and Regulations 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

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): 

2015–22–09 The Boeing Company: 

Amendment 39–18314; Docket No. 

FAA–2014–0649; Directorate Identifier 

2014–NM–132–AD. 

(a) Effective Date 

This AD is effective December 10, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8 airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin B787–81205–SB530024–00, 

Issue 002, dated June 5, 2015. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

missing plugs found prior to airplane 

delivery, during manufacturing inspections, 

at various locations in certain stringers of the 

lower lobe cargo compartments. We are 

issuing this AD to detect and correct missing 

or misaligned plugs which, in the event of a 

fire, could cause an increased rate of loss of 

Halon in the lower cargo compartments, and 

result in the inability to extinguish a fire and 

consequent loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Bonded Plug Installation 

Within 12 months after the effective date 

of this AD: Drill a hole in stringers S–34L and 

S–35L, remove the plugs, and install and 

bond new plugs in the lower lobe cargo 

compartments, as applicable, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin B787–81205– 

SB530024–00, Issue 002, dated June 5, 2015. 

(h) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Boeing Alert Service 

Bulletin B787–81205–SB530024–00, Issue 

001, dated May 15, 2014, which is not 

incorporated by reference in this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (i) 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) For service information that contains 

steps that are labeled as Required for 

Compliance (RC), the provisions of 

paragraphs (i)(3)(i) and (i)(3)(ii) apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(j) Related Information 

For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425–917– 

6596; fax: 425–917–6590; email: 

francis.smith@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin B787– 

81205–SB530024–00, Issue 002, dated June 5, 

2015. 

(ii) Reserved. 

(3) 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. 

(4) You may view this 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on October 

22, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–27954 Filed 11–4–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2015–1138; Airspace 

Docket No. 15–AWP–3] 

Amendment of Class D and Class E 

Airspace; Van Nuys, CA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 


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