Federal Register / Vol. 78, No. 221 / Friday, November 15, 2013 / Rules and Regulations 68693 

(4) Fokker Manual Change Notification 

MCNM F100–143, dated August 10, 2012. 

(h) Revision of Maintenance or Inspection 

Program 

After installing the fuses as required by 

paragraph (g) of this AD, before further flight, 

revise the maintenance or inspection 

program, as applicable, by incorporating the 

critical design configuration control 

limitations (CDCCLs) specified in paragraph 

1.L.(1)(c) of Fokker Service Bulletin SBF100– 

28–068, dated August 10, 2012, including the 

drawings specified in paragraphs (h)(1) 

through (h)(3) of this AD and the manual 

change notification specified in paragraph 

(h)(4) of this AD. 

(1) Fokker Drawing W41192, Sheet 051, 

Issue AS (the issue date is not specified on 

the drawing). 

(2) Fokker Drawing W41208, Sheet 002, 

Issue B (the issue date is not specified on the 

drawing). 

(3) Fokker Drawing W59520, Sheet 002, 

Issue E, dated March 18, 2011. 

(4) Fokker Manual Change Notification 

MCNM F100–143, dated August 10, 2012. 

(i) No Alternative Intervals or CDCCLs 

After the CDCCLs have been incorporated, 

as required by paragraph (h) of this AD, no 

alternative CDCCLs may be used unless the 

CDCCLs are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(j) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1137; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 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. The AMOC approval letter 

must specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(k) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2012–0241, dated November 12, 

2012, for related information. You may 

examine the MCAI in the AD docket on the 

Internet at http://www.regulations.gov/

#!documentDetail;D=FAA-2013-0630-0002. 

(l) 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 this AD specifies otherwise. 

(i) Fokker Service Bulletin SBF100–28– 

068, dated August 10, 2012, including the 

drawings specified in paragraphs (l)(2)(i)(A) 

through (l)(2)(i)(C) of this AD and the manual 

change notification specified in paragraph 

(l)(2)(i)(D) of this AD. 

(A) Fokker Drawing W41192, Sheet 051, 

Issue AS (the issue date is not specified on 

the drawing). 

(B) Fokker Drawing W41208, Sheet 002, 

Issue B (the issue date is not specified on the 

drawing). 

(C) Fokker Drawing W59520, Sheet 002, 

Issue E, dated March 18, 2011. 

(D) Fokker Manual Change Notification 

MCNM F100–143, dated August 10, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 1357, 

2130 EL Hoofddorp, the Netherlands; 

telephone +31 (0)88–6280–350; fax +31 

(0)88–6280–111; email technicalservices@

fokker.com; Internet http://

www.myfokkerfleet.com. 

(4) You may review copies of the 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 

November 6, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–27229 Filed 11–14–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0426; Directorate 

Identifier 2011–NM–087–AD; Amendment 

39–17659; AD 2013–23–04] 

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 737–600, 

–700, –800, –900, and –900ER series 

airplanes. This AD was prompted by 

reports that certain seat track bolts were 

found with severed head bolts due to 

fatigue. This AD requires replacing 

titanium seat track bolts with corrosion 

resistant steel (CRES) bolts, repetitive 

inspections for cracking of the splice 

strap and forward seat track holes, and 

related investigative and corrective 

actions if necessary. This AD also 

provides an optional terminating action 

for the repetitive inspections. We are 

issuing this AD to detect and correct 

missing or severed bolt heads, which, if 

not corrected, could result in the 

inability of the seat track to carry 

passenger loads, which could cause the 

seats to detach from the seat track, 

resulting in possible injury to 

passengers during an emergency landing 

or survivable crash. 

DATES: This AD is effective December 

20, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 20, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 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, Washington. 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; or in person at the 

Docket Management Facility between 9 


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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 

Document 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: 

Sarah Piccola, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6483; 

fax: 425–917–6590; email: 

sarah.piccola@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on May 8, 2012 (77 FR 26993). 

The NPRM proposed to require 

replacing titanium seat track bolts with 

CRES bolts, repetitive inspections for 

cracking of the splice strap and forward 

seat track holes, and related 

investigative and corrective actions if 

necessary. The NPRM also proposed to 

provide an optional terminating action 

for the repetitive inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 26993, 

May 8, 2012), and the FAA’s response 

to each comment. Boeing and United 

Airlines supported the NPRM. 

Request To Revise Costs of Compliance 

Section 

American Airlines (American) 

requested that we revise the Costs of 

Compliance section of the NPRM (77 FR 

26993, May 8, 2012). American 

explained that, since it alone operates 

113 airplanes that are affected by the 

NPRM, several hundred airplanes 

should be affected. 

We agree with the request to revise 

the Costs of Compliance section of this 

final rule because there was an error in 

the number of affected airplanes 

identified in the Costs of Compliance 

section of NPRM (77 FR 26993, May 8, 

2012). We have updated the number of 

airplanes from 168 to 973 in the Costs 

of Compliance section of this final rule 

accordingly. 

Although we have revised the cost 

calculation, there is no change to the 

actual number of airplanes affected by 

this final rule. This final rule refers to 

Boeing Special Attention Service 

Bulletin 737–53–1296, dated January 11, 

2011, for affected airplanes. The 

effectivity of Boeing Special Attention 

Service Bulletin 737–53–1296, dated 

January 11, 2011, is correct. The number 

of affected airplanes identified in the 

Costs of Compliance section of this final 

rule now reflects the number of 

airplanes of U.S. registry listed in the 

effectivity of Boeing Special Attention 

Service Bulletin 737–53–1296, dated 

January 11, 2011. 

Request To Revise Compliance Time 

American requested that we revise the 

initial compliance time for replacing 

titanium seat track bolts with CRES 

bolts from 7,000 total flight cycles or 

within 24 months, to 8,000 total flight 

cycles or within 60 months (whichever 

occurs later) after the effective date of 

this AD. American stated that extending 

this compliance time would enable 

operators who have extended their 

maintenance program in accordance 

with Boeing maintenance planning 

documents to accomplish the 

replacement during the first heavy 

maintenance visit. 

American also asked that, if the 

compliance time cannot be extended for 

all airplanes, then the compliance time 

should be extended for certain 

airplanes. For example, American has 

found and replaced sheared bolts with 

new bolts on airplanes having between 

13,000 and 15,000 total flight cycles. 

Therefore, American concluded that the 

inspection interval could be extended to 

7,000 flight cycles from ‘‘bolt 

replacement’’ for airplanes for which 

maintenance records show the seat track 

bolts were replaced previously. In 

addition, American stated that the fact 

it is finding and replacing severed seat 

track bolts proves that this condition 

will be detected and corrected by 

operators during routine maintenance. 

We disagree with extending the initial 

compliance time to 8,000 total flight 

cycles or 60 months. The inspection 

threshold of 7,000 total flight cycles was 

established by the manufacturer at 

approximately 90 percent of fatigue life. 

In developing an appropriate 

compliance time for this action, we 

considered the manufacturer’s 

recommendation, the safety 

implications, parts availability, and 

maintenance schedules for the timely 

accomplishment of the inspection. 

Affected operators may request 

approval of an alternative method of 

compliance (AMOC) for an extension of 

the compliance times under the 

provisions of paragraph (j) of this final 

rule by submitting data substantiating 

that the change would provide an 

acceptable level of safety. We have not 

changed the final rule in regard to this 

issue. 

Request To Allow Re-Sequencing of 

Steps 

American requested that we remove 

or reword the Differences Between 

Proposed AD and Service Bulletin 

section of the preamble of the NPRM (77 

FR 26993, May 8, 2012) regarding the 

sentence that refers to the sequence of 

the steps in Boeing Special Attention 

Service Bulletin 737–53–1296, dated 

January 11, 2011. American stated that 

the sentence specifies operators would 

be required to perform the repair using 

the sequence of steps in Boeing Special 

Attention Service Bulletin 737–53– 

1296, dated January 11, 2011. American 

stated that this language is ‘‘ambiguous’’ 

as no sections or figures in that service 

bulletin are titled ‘‘Repair.’’ Therefore, it 

is unclear if the NPRM refers to the 

entire service bulletin or only one 

portion. 

American stated that the sequence of 

removing and installing bolts, angles, or 

splice straps from the right side before 

the left side (or from forward to aft 

instead of aft to forward) has no impact 

on safety as long as the final installation 

of all parts is done in accordance with 

Boeing Special Attention Service 

Bulletin 737–53–1296, dated January 11, 

2011. American requested that this 

exception to Boeing Special Attention 

Service Bulletin 737–53–1296, dated 

January 11, 2011, be removed or, at a 

minimum, re-worded to specifically 

state which sections must be 

accomplished in the sequence specified 

in Boeing Special Attention Service 

Bulletin 737–53–1296, dated January 11, 

2011. 

We agree that clarification is 

necessary. Note 1. in paragraph 3.A., 

‘‘General Information,’’ of Boeing 

Special Attention Service Bulletin 737– 

53–1296, dated January 11, 2011, 

specifies that ‘‘the instructions 

identified in Paragraph 3.B., Work 

Instructions, and the Figure(s) give the 

recommended sequence of steps. The 

sequence of steps to do this service 

bulletin can be changed.’’ We agree that 

accomplishing the left side before the 

right side or accomplishing forward 

before aft does not have an impact on 

safety. 

However, Note 1. in paragraph 3.A., 

‘‘General Information’’ of Boeing Special 

Attention Service Bulletin 737–53– 

1296, dated January 11, 2011, suggests 

this applies to the sequence of steps in 


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the figure(s), which clearly state ‘‘in 

accordance with,’’ in the 

Accomplishment Instructions. When the 

words ‘‘in accordance with’’ are 

included in a step in the 

Accomplishment Instructions, the 

operator must follow the corresponding 

sequence of steps that are provided. For 

example, if a step specifies to do a 

replacement ‘‘in accordance with Figure 

1,’’ then the steps within Figure 1 must 

be done in sequence. This final rule 

does not dictate the order in which 

other steps are performed. 

Statement Regarding Installation of 

Winglets 

Aviation Partners Boeing (APB) stated 

that the installation of winglets per 

supplemental type certificate (STC) 

ST00830SE (http://rgl.faa.gov/ 

Regulatory_and_Guidance_Library/ 

rgstc.nsf/0/408E012E008616A

7862578880060456C?Open

Document&Highlight=st00830se) does 

not affect the actions specified in the 

NPRM (77 FR 26993, May 8, 2012). 

We concur. STC ST00830SE does not 

affect the ability to accomplish the 

actions required by this final rule. 

Therefore, for airplanes on which STC 

ST00830SE is installed, a ‘‘change in 

product’’ alternative method of 

compliance (AMOC) approval request is 

not necessary to comply with the 

requirements of section 39.17 of the 

Federal Aviation Regulations (14 CFR 

39.17). 

Request To Include Note Regarding 

Access 

American requested the following 

note be added to the NPRM (77 FR 

26993, May 8, 2012): ‘‘If it is necessary 

to remove more parts for access, you can 

remove those parts. If you can get access 

without removing identified parts, it is 

not necessary to remove all of the 

identified parts. Jacking and shoring 

limitations must be observed.’’ 

American stated that this general 

information note is needed to remove 

the ambiguity relating to access required 

to accomplish the service information, 

and that it would provide operators 

additional flexibility. 

We agree that clarification is 

necessary. This general information note 

was one recently added to Boeing 

service information to remove the 

ambiguity. However, Boeing Special 

Attention Service Bulletin 737–53– 

1296, dated January 11, 2011, does not 

contain this note. We acknowledge this 

information is helpful to remove the 

ambiguity related to access required to 

accomplish the actions specified in 

Boeing Special Attention Service 

Bulletin 737–53–1296, dated January 11, 

2011. We have added similar 

information in paragraph (g) of this final 

rule. 

Request To Revise Paragraphs (g) and 

(h)(2) of the NPRM (77 FR 26993, May 

8, 2012) 

AirTran/Southwest Airlines (AirTran/ 

Southwest) requested that we revise the 

wording in paragraphs (g) and (h)(2) of 

the NPRM (77 FR 26993, May 8, 2012) 

that reads ‘‘. . . repair in accordance 

with a method approved by the 

Manager, Seattle Aircraft Certification 

Office (ACO), FAA. 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’’ to ‘‘. . . repair the seat track 

using a method approved in accordance 

with the procedures specified in 

paragraph (j) of this AD.’’ Southwest 

stated that this change would allow the 

ACO or Boeing Commercial Airplanes 

Organization Designation Authorization 

(ODA) to approve the repair. 

We agree. Paragraph (j)(3) of this AD 

already allows Boeing Commercial 

Airplanes ODA to approve repairs if 

authorized by the Seattle ACO. We have 

changed paragraphs (g) and (h)(2) of this 

final rule to refer to paragraph (j) of this 

final rule, as requested by the 

commenter. 

Request To Clarify Installation Location 

in Paragraphs (g) and (h)(2) of the 

NPRM (77 FR 26993, May 8, 2012) 

AirTran/Southwest requested a note 

be added to paragraph (i) of the NPRM 

(77 FR 26993, May 8, 2012) to clarify the 

location of a splice strap installation. 

The commenter noted an error in Boeing 

Special Attention Service Bulletin 737– 

53–1296, dated January 11, 2011, in 

Step 1, ‘‘Move,’’ of Figure 10, Sheet 5 of 

7; and in Step 1, ‘‘Move,’’ of Figure 12, 

Sheet 5 of 7. AirTran/Southwest stated 

the splice strap needs to be centered 

with left buttock line (LBL) 45.50 and 

right buttock line (RBL) 45.50, 

respectively—not LBL 24.75. 

We agree that clarification is 

necessary. The errors noted by AirTran/ 

Southwest are present in Boeing Special 

Attention Service Bulletin 737–53– 

1296, dated January 11, 2011. We 

acknowledge that the splice strap needs 

to be centered with LBL 45.50 and RBL 

45.50, respectively—not LBL 24.75. 

Therefore, we have added Note 1 to 

paragraph (i) of this AD to clarify the 

location of a splice strap installation. 

Request To Delay Issuance of AD 

AirTran/Southwest requested a delay 

in the issuance of this final rule until 

Boeing has had time to build up an 

adequate stock of seat track bolt and 

splice part kits when frame 

replacements are required. The 

commenter stated that Boeing currently 

has no kits in stock and has a reorder 

time of 558 days. AirTran/Southwest 

stated that there would be an economic 

and operational impact if Boeing has no 

stock of seat track bolt and splice kits, 

or if it takes Boeing 558 days to re-stock 

a kit. 

We disagree with the request to delay 

release of this final rule. Boeing has 

confirmed that the required kits are 

available to support of the compliance 

times specified in this final rule. Should 

adequate parts not be available 

approaching the end of the compliance 

period, paragraph (j) of this final rule 

provides operators the opportunity to 

request approval of an alternative 

compliance time if data are presented 

that prove the alternative compliance 

time will provide an acceptable level of 

safety. We have not changed this final 

rule 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 changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

26993, May 8, 2012), for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 26993, 

May 8, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 973 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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68696 Federal Register / Vol. 78, No. 221 / Friday, November 15, 2013 / Rules and Regulations 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Replacement of bolts and installation of new 

splice strap.

18 work-hours × $85 per hour = $1,530 ........ $1,991 $3,521 $3,425,933 

Repetitive inspection ....................................... 3 work-hours × $85 per hour = $255 ............. 0 255 248,115 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this 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 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): 

2013–23–04 The Boeing Company: 

Amendment 39–17659; Docket No. 

FAA–2012–0426; Directorate Identifier 

2011–NM–087–AD. 

(a) Effective Date 

This AD is effective December 20, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–600, –700, –800, –900, and 

–900ER series airplanes, with passenger seats 

installed; certificated in any category; as 

identified in Boeing Special Attention 

Service Bulletin 737–53–1296, dated January 

11, 2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 53: Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports that 

certain seat track bolts were found with 

severed bolt heads due to fatigue. We are 

issuing this AD to detect and correct missing 

or severed bolt heads, which, if not corrected, 

could result in the inability of the seat track 

to carry passenger loads, which could cause 

the seats to detach from the seat track, 

resulting in possible injury to passengers 

during an emergency landing or survivable 

crash. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Seat Track Bolt Replacement and Splice 

Strap Installation 

Before the accumulation of 7,000 total 

flight cycles, or within 24 months after the 

effective date of this AD, whichever occurs 

later: Replace titanium seat track bolts with 

corrosion resistant steel (CRES) bolts at both 

the left and right sides of buttock lines 24.75 

and 45.50, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1296, dated January 11, 2011. If a titanium 

seat track bolt is found missing from the 

structure during the accomplishment of the 

tasks required by paragraph (g) of this AD: 

Before further flight, do a high frequency 

eddy current (HFEC) inspection for cracking 

in the fastener holes and a general visual 

inspection of the area, including the splice 

strap and forward seat track for damage, and 

replace missing bolts with new or serviceable 

CRES bolts, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1296, dated January 11, 2011. If cracking or 

damage is found: Before further flight, repair 

the seat track using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. If it is necessary to 

remove more parts for access, those parts 

may be removed. If access can be obtained 

without removing identified parts, it is not 

necessary to remove all identified parts. 

Jacking and shoring limitations should be 

observed. 

(h) Detailed and HFEC Inspections 

Before the accumulation of 7,000 total 

flight cycles, or within 24 months after the 

effective date of this AD, whichever occurs 

later: Do a detailed inspection and an HFEC 

inspection for cracking in the holes common 

to the splice strap and forward seat track at 

both the left and right sides of buttock lines 

24.75 and 45.50, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1296, dated January 11, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 7,000 flight cycles, until the actions 

specified in paragraph (i) of this AD have 

been done. 

(1) If a crack is found in the splice strap 

during any inspection required by paragraph 

(h) of this AD: Before further flight, replace 

the seat track bolts and install a new splice 

strap part number (P/N) 146A5342–26 and 

retained angle at the affected location, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–53–1296, dated January 

11, 2011. 

(2) If a crack is found in the seat track 

during any inspection required by paragraph 

(h) of this AD, and Boeing Special Attention 

Service Bulletin 737–53–1296, dated January 

11, 2011, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the seat track using a method approved 


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in accordance with the procedures specified 

in paragraph (j) of this AD. 

(i) Optional Terminating Action 

Replacing the titanium seat track bolts with 

CRES bolts on both the left and right sides 

of buttock lines 24.75 and 45.50 at station 

727B, and installing a new splice strap P/N 

146A5342–26, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–53– 

1296, dated January 11, 2011, terminates the 

repetitive inspections required by paragraph 

(h) of this AD. 

Note 1 to paragraph (i) of this AD: Boeing 

Special Attention Service Bulletin 737–53– 

1296, dated January 11, 2011, contains an 

error in Step 1, ‘‘Move,’’ of Figure 10, Sheet 

5 of 7; and in Step 1, ‘‘Move,’’ of Figure 12, 

Sheet 5 of 7. The splice strap needs to be 

centered with left buttock line 45.50 and 

right buttock line 45.50, respectively— not 

left buttock line 24.75, as stated in that 

service bulletin. 

(j) 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 (k) 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) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by 

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 

For more information about this AD, 

contact Sarah Piccola, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind Avenue 

SW., Renton, WA 98057–3356; phone: 425– 

917–6483; fax: 425–917–6590; email: 

sarah.piccola@faa.gov. 

(l) 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 Special Attention Service 

Bulletin 737–53–1296, dated January 11, 

2011. 

(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, Washington 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 FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 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 

November 4, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–27091 Filed 11–14–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0940; Directorate 

Identifier 2012–NE–26–AD; Amendment 39– 

17654; AD 2013–22–22] 

RIN 2120–AA64 

Airworthiness Directives; Turbomeca 

S.A. Turboshaft Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2013–01– 

07 for all Turbomeca S.A. Arriel 2D 

turboshaft engines. AD 2013–01–07 

required replacing the hydromechanical 

metering unit (HMU) at a reduced life. 

This AD maintains that requirement and 

also requires conducting inspections of 

the HMU. This AD was prompted by 

further cases of deterioration of HMU 

rotating components. We are issuing 

this AD to prevent an uncommanded inflight shutdown of the engine and 

possible loss of the helicopter. 

DATES: This AD is effective December 

20, 2013. 

ADDRESSES: For service information 

identified in this AD, contact 

Turbomeca, 40220 Tarnos, France; 

phone: 33 (0)5 59 74 40 00; telex: 570 

042; fax: 33 (0)5 59 74 45 15. You may 

view this service information at the 

FAA, Engine & Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA. For information on the 

availability of this material at the FAA, 

call 781–238–7125. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; 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 mandatory 

continuing airworthiness information 

(MCAI), the regulatory evaluation, any 

comments received, and other 

information. The address for the Docket 

Office (phone: 800–647–5527) is 

provided in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Frederick Zink, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7779; fax: 781–238– 

7199; email: frederick.zink@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2013–01–07, 

Amendment 39–17321 (78 FR 6725, 

January 31, 2013), (‘‘AD 2013–01–07’’). 

AD 2013–01–07 applied to the specified 

products. The NPRM published in the 

Federal Register on June 7, 2013 (78 FR 

34284). The NPRM proposed to 

continue to require replacing the HMU 

at a reduced life. The NPRM also 

proposed to require inspections of the 

HMU. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (78 

FR 34284, June 7, 2013). 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for the following 

editorial changes. We changed 

paragraphs (e)(1)(iv) and (e)(2)(iv). 

Paragraph (e)(1)(iv) now reads, 

‘‘Guidance on replacing the complete 

sleeve and inspecting the complete 

sleeve female splines, and HP and LP 

male splines, can be found in 

Turbomeca Technical Instruction No. 

292 73 2847.’’ 


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