Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations 45853 

A320–53–006, Rev 01, dated September 10, 

2014. Repeat the inspection thereafter at 

intervals not to exceed 3,900 flight hours. If 

any crack is found during any inspection 

required by this paragraph, before further 

flight, replace the radome with a new or 

serviceable radome, in accordance with the 

Accomplishment Instructions of Live TV 

Service Bulletin A320–53–006, Rev 01, dated 

September 10, 2014. 

(h) Reporting Requirement 

If any crack is found during any inspection 

required by paragraph (g) of this AD, submit 

a report of the findings to Live TV, Attn: 

Oscar Hernandez, email: 

CertificationEngineering@livetv.net; at the 

applicable time specified in paragraph (h)(1) 

or (h)(2) of this AD. The report must include 

the information specified in the service 

bulletin reporting form provided in Live TV 

Service Bulletin A320–53–006, Rev 01, dated 

September 10, 2014. 

(1) If the inspection was accomplished on 

or after the effective date of this AD: Submit 

the report within 30 days after the 

inspection. 

(2) If the inspection was accomplished 

before the effective date of this AD: Submit 

the report within 30 days after the effective 

date of this AD. 

(i) Special Flight Permit 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

(j) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta 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 the 

Related Information section of this AD. 

(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) If any service information contains 

steps that are identified as RC (Required for 

Compliance), those steps must be done to 

comply with this AD; any steps that are not 

identified as RC are recommended. Those 

steps that are not identified 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 steps 

identified as RC can be done and the airplane 

can be put back in a serviceable condition. 

Any substitutions or changes to steps 

identified as RC require approval of an 

AMOC. 

(l) Related Information 

For more information about this AD, 

contact Barry Culler, Aerospace Engineer, 

Airframe Branch, ACE–117A, FAA, Atlanta 

Aircraft Certification Office (ACO), 1701 

Columbia Avenue, College Park, GA 30337; 

phone: 404–474–5546; fax: 404 474 5605; 

email: william.culler@faa.gov. 

(m) 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) Live TV Service Bulletin A320–53–006, 

Rev 01, dated September 10, 2014. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Live TV, 7415 Emerald 

Dunes Drive, Orlando, FL 32822; telephone 

407–812–2643; email: 

CertificationEngineering@livetv.net; Internet: 

http://www.LiveTV.net. 

(4) 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. 

(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 July 17, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–18535 Filed 7–31–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0348; Directorate 

Identifier 2014–NM–033–AD; Amendment 

39–18225; AD 2015–15–15] 

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 777–200, 

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

airplanes. This AD was prompted by a 

report indicating that sealant might not 

have been applied in production to the 

wing skin panel gaps above certain 

underwing fittings. This AD would 

require an inspection for missing 

sealant, and applicable other specified, 

related investigative, and corrective 

actions. We are proposing this AD to 

detect and correct missing sealant from 

the wing skin panel gaps above the 

underwing fittings, which could result 

in corrosion and fatigue cracking in the 

wing skin panel, and consequent loss of 

limit load capability of the wing skin 

and potential subsequent structural 

failure of the wings. 

DATES: This AD is effective September 8, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 8, 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– 

0348. 

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– 

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45854 Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations 

0348; 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: 

Haytham Alaidy, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

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

WA 98057–6573; phone: 425–917–6573; 

fax: 425–917–6590; email: 

haytham.alaidy@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 777–200, 777–200LR, 777– 

300ER, and 777F series airplanes. The 

NPRM published in the Federal 

Register on July 1, 2014 (79 FR 37243). 

The NPRM was prompted by a report 

indicating that sealant might not have 

been applied in production to the wing 

skin panel gaps above certain 

underwing fittings. The NPRM proposed 

to require an inspection for missing 

sealant, and applicable other specified, 

related investigative and corrective 

actions. We are issuing this AD to detect 

and correct missing sealant from the 

wing skin panel gaps above the 

underwing fittings, which could result 

in corrosion and fatigue cracking in the 

wing skin panel, and consequent loss of 

limit load capability of the wing skin 

and potential subsequent structural 

failure of the wings. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 37243, 

July 1, 2014) and the FAA’s response to 

each comment. Boeing concurs with the 

contents of the NPRM. 

Request To Accept Approved Repairs 

Without Need for Alternative Methods 

of Compliance (AMOC) 

FedEx requested that any FAAapproved repair be accepted without the 

requirement of obtaining an AMOC. 

We do not agree with the request. The 

FAA does not consider that any FAAapproved repair will be acceptable to 

repair this condition. As the sealant was 

missing from the airplane at the time of 

initial delivery, it may not have been 

restored in prior repairs. In addition, 

repairs may not have detected all 

corrosion because the repair might not 

have included the inspection 

information contained in Boeing Service 

Bulletin 777–57A0097, Revision 1, 

dated May 4, 2015. 

Repairs for this AD must be approved 

by the Manager, Seattle ACO, FAA; or 

by the Boeing Organization Designation 

Authorization (ODA) using FAA Form 

8100–9 in accordance with the 

procedures specified in paragraph (j)(3) 

of this AD. We intend to delegate 

authority to approve AMOCs to the 

Boeing ODA for the repair approval 

process. In addition to knowledge of the 

unsafe condition, the Boeing ODA is 

knowledgeable about the original 

airplane design and compliance 

substantiation. We have not changed 

this AD regarding this issue. 

Request To Withdraw NPRM (79 FR 

37243, July 1, 2014) 

American Airlines (AAL) stated that 

the Boeing 777 Maintenance Review 

Board Report (MRBR) has existing 

inspections intended to identify 

deterioration of sealant, as well as any 

corrosion or cracking. These inspections 

will detect deterioration or damage to 

the fillet seal that would lead to 

moisture ingression to the area of 

concern. AAL therefore considers the 

NPRM (79 FR 37243, July 1, 2014) to be 

unwarranted. 

We disagree with the commenter’s 

request to withdraw the NPRM (79 FR 

37243, July 1, 2014). Evaluation of the 

quality escapement revealed that, under 

certain environmental conditions, 

moisture can get trapped within a cavity 

directly under the nacelle fittings that 

are normally filled with sealant. With 

the presence of moisture in this cavity, 

the existing corrosion protection would 

degrade within an estimated ten years of 

service, and corrosion pitting would 

form on the stringer surface. Under 

flight loading, cracks would initiate and 

propagate from the corrosion pits until 

the stringer would no longer be able to 

sustain limit load, and would eventually 

fail. This corrosion and cracking would 

not be detected by the existing 

maintenance program prior to stringer 

failure. We have not changed this AD 

regarding this issue. 

Request for Validated Inspection 

Procedures 

American Airlines (AAL) stated that 

accomplishing the actions specified in 

Boeing Alert Service Bulletin 777– 

57A0097, dated January 10, 2014, could 

be detrimental to aircraft safety. 

According to AAL, any attempt at the 

sealant removal to do the inspection 

based upon the existing instructions in 

Boeing Alert Service Bulletin 777– 

57A0097, dated January 10, 2014, could 

potentially damage or degrade the 

protective surface finish of the wing 

skin or underwing fitting and lead to 

future corrosion or fatigue cracking. 

AAL stated that it attempted and 

failed to accomplish the inspection in 

accordance with Boeing Alert Service 

Bulletin 777–57A0097, dated January 

10, 2014, because access to some of the 

intended inspection areas was severely 

inhibited by hydraulic lines. AAL also 

stated that any sealant, if present, would 

have been applied to the entire gap, so 

inspection from only one side should be 

sufficient. In addition, AAL used the 

recommended tooling and alternate 

tooling as specified in Boeing Alert 

Service Bulletin 777–57A0097, dated 

January 10, 2014, but experienced 

multiple problems with the use of this 

tooling. In addition, AAL requested that 

Boeing Alert Service Bulletin 777– 

57A0097, dated January 10, 2014, be 

validated with workable tooling on an 

in-service airplane prior to any future 

action. 

We infer that the commenter is 

requesting that we delay issuance of the 

final rule pending validation of the 

existing procedures. We do not agree. 

AAL reported ‘‘multiple problems with 

the use of this tooling,’’ but did not 

describe any specific problems. 

However, we understand that the tools 

themselves require frequent but 

inexpensive replacement. We have 

determined that use of the appropriate 

tools and processes to remove the 

sealant from underneath the fitting 

should not damage the skin or adjacent 

structures. 

Boeing has performed and validated 

the procedures in Boeing Alert Service 

Bulletin 777–57A0097, dated January 

10, 2014, on certain airplanes that are 

representative of the fleet on the flight 

line before delivery with no damage to 

the skin or adjacent structures. 

However, Boeing has revised Boeing 

Alert Service Bulletin 777–57A0097, 

dated January 10, 2014, to clarify the 

sealant removal process and tooling, to 

ensure that it will not damage the skin. 

We also discussed AAL’s concerns with 

Boeing, and Boeing reported that they 

have provided AAL with assistance. 

Boeing is also willing to work with any 

other operator that is having difficulty 

implementing the SB. 

Boeing considers that the revision of 

Boeing Alert Service Bulletin 777– 

57A0097, dated January 10, 2014, 

should address AAL’s concerns about 

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Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations 45855 

the tooling and procedures for sealant 

removal. We have revised paragraphs 

(c), (g), (h)(1), and (h)(2) of this AD to 

refer to Boeing Service Bulletin 777– 

57A0097, Revision 1, dated May 4, 

2015. We have added new paragraph (i) 

to this AD to give credit for actions done 

before the effective date of this AD using 

Boeing Alert Service Bulletin 777– 

57A0097, dated January 10, 2014. We 

have redesignated subsequent 

paragraphs accordingly. The FAA will 

consider approving alternative 

procedures if they are shown to be 

effective. 

Request for Additional Time 

AAL requested that, once Boeing 

Alert Service Bulletin 777–57A0097, 

dated January 10, 2014, is validated, 

sufficient time should be provided to 

allow operators to procure such tooling. 

We infer that the commenter is 

requesting an extension to the 

compliance time. We do not agree with 

the commenter’s request to extend the 

compliance time. We coordinated with 

Boeing regarding tool availability and 

fabrication. The tools stated in Boeing 

Service Bulletin 777–57A0097, dated 

January 10, 2014; and Revision 1, dated 

May 4, 2015; are nonmetallic sealant 

scrapers, which are widely available, 

with no lead time to procure these tools. 

Existing tools may be modified to match 

the wing panel gaps by cutting them to 

the correct size. However, we do 

understand that cutting the tools to size 

may weaken the tools, which could 

cause them to fracture and result in 

more frequent replacement of the tools. 

Boeing has stated that there is no 

engineering or drawing work required 

for fabrication. Any certified aircraft 

mechanic can fabricate the necessary 

tools. Boeing stated that during 

validation of the Boeing Alert Service 

Bulletin 777–57A0097, dated January 

10, 2014, the tools were fabricated in a 

working shift. 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 

37243, July 1, 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 37243, 

July 1, 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 Service Bulletin 

777–57A0097, Revision 1, dated May 4, 

2015. The service information describes 

procedures for the inspection and repair 

of underwing fitting sealant at wing 

panel gaps. 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 6 

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 

Inspection ............................. Up to 104 work-hours × $85 per hour = $8,840 ................ $0 Up to $8,840 Up to $53,040. 

We estimate the following costs to do 

any necessary actions that would be 

required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these actions: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Sealant restoration ......................... 1 work-hour × $85 per hour = $85 .......................................................... $0 $85. 

Corrosion inspection ....................... 2 work-hours × $85 per hour = $170 per side ........................................ $0 $170 per side. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition corrosion 

repair specified in this AD. 

According to the manufacturer, some 

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 

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, 

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45856 Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations 

(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): 

2015–15–15 The Boeing Company: 

Amendment 39–18225; Docket No. FAA– 

2014–0348; Directorate Identifier 2014–NM– 

033–AD. 

(a) Effective Date 

This AD is effective September 8, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

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

777F series airplanes, certificated in any 

category, as identified in Boeing Service 

Bulletin 777–57A0097, Revision 1, dated 

May 4, 2015. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by a report 

indicating that sealant might not have been 

applied in production to the wing skin panel 

gaps above certain underwing fittings. We are 

issuing this AD to detect and correct missing 

sealant from the wing skin panel gaps above 

the underwing fittings, which could result in 

corrosion and fatigue cracking in the wing 

skin panel, and consequent loss of limit load 

capability of the wing skin and potential 

subsequent structural failure of the wings. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection, Related Investigative and 

Corrective Actions 

At the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Service Bulletin 777–57A0097, Revision 1, 

dated May 4, 2015, except as required by 

paragraph (h)(1) of this AD: Do a detailed 

inspection for missing sealant in the wing 

skin panel gaps above the underwing fittings, 

and do all applicable other specified, related 

investigative, and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 777– 

57A0097, Revision 1, dated May 4, 2015, 

except as required by paragraph (h)(2) of this 

AD. Do all applicable other specified, related 

investigative, and corrective actions before 

further flight. 

(h) Exceptions to Service Information 

Specifications 

(1) Where Boeing Service Bulletin 777– 

57A0097, Revision 1, dated May 4, 2015, 

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) Where Boeing Service Bulletin 777– 

57A0097, Revision 1, dated May 4, 2015, 

specifies to contact Boeing for appropriate 

action: Repair before further flight using a 

method approved in accordance with the 

procedures specified in paragraph (j) of this 

AD. 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 777–57A0097, dated January 

10, 2014. 

(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)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACOAMOCRequests@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 the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

Aircraft Certification Office (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. 

(4) Some steps in the Work Instructions are 

labeled as Required for Compliance (RC). If 

this service bulletin is mandated by an AD, 

then 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. 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. 

(k) Related Information 

(1) For more information about this AD, 

contact Haytham Alaidy, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle ACO, 1601 Lind Avenue SW., 

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

6573; fax: 425–917–6590; email: 

haytham.alaidy@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (l)(3) and (l)(4) of this AD. 

(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 Service Bulletin 777–57A0097, 

Revision 1, dated May 4, 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 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. 

(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 July 23, 

2015. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–18694 Filed 7–31–15; 8:45 am] 

BILLING CODE 4910–13–P 

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