49494 Federal Register / Vol. 82, No. 206 / Thursday, October 26, 2017 / Rules and Regulations 

limited to stowage of emergency 

equipment or airplane- supplied 

equipment (i.e., bedding) must meet the 

design criteria described in the table 

below. Enclosed stowage compartments 

greater than 57 feet 3 inches cubic 

interior volume are not permitted by 

these special conditions. 

DESIGN CRITERIA FOR ENCLOSED STOWAGE COMPARTMENTS NOT LIMITED TO STOWAGE OF EMERGENCY OR AIRPLANESUPPLIED EQUIPMENT

Fire protection features 

Applicability of fire-protection requirements by interior volume 

Less than 

25 cubic feet 

25 Cubic feet to 

less than 57 Cubic feet 57 cubic feet 

Compliant Materials of Construction 1 ............................. Yes .................................... Yes .................................... Yes. 

Smoke or Fire Detectors 2 ............................................... No ...................................... Yes .................................... Yes. 

Liner 3 ............................................................................... No ...................................... Conditional ......................... Yes. 

Fire Location Detector 4 ................................................... No ...................................... Yes .................................... Yes. 

1 Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment must at least be fire resistant 

and must meet the flammability standards established for interior components (i.e., 14 CFR part 25 Appendix F, Parts I, IV, and V) per the requirements of § 25.853. For compartments less than 25 ft.3 in interior volume, the design must ensure the ability to contain a fire likely to occur 

within the compartment under normal use. 2Smoke or Fire Detectors: Enclosed stowage compartments equal to or exceeding 25 ft.3 in interior volume must be provided with a smoke- or 

fire-detection system to ensure that a fire can be detected within a one-minute detection time. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must provide: 

b A visual indication in the flight deck within one minute after the start of a fire. 

b An aural warning in the suite compartment. 

b A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into consideration the locations 

of flight attendants throughout the main passenger compartment during various phases of flight. 3 Liner: If material used in constructing the stowage compartment can be shown to meet the flammability requirements of a liner for a Class B 

cargo compartment (i.e., § 25.855 at Amendment 25–116, and Appendix F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to or greater than 25 ft.3 but less than 57 ft.3 in interior volume. For all enclosed stowage compartments 

equal to 57 ft.3 in interior volume, a liner must be provided that meets the requirements of § 25.855 for a Class B cargo compartment. 4Fire Location Detector: If a suite compartment has enclosed stowage compartments exceeding 25 ft.3 interior volume that are located separately from the other stowage compartments (located, for example, away from one central location, such as the entry to the suite compartment or 

a common area within the suite compartment, where the other stowage compartments are), that suite compartment would require additional fireprotection features and/or devices to assist the firefighter in determining the location of a fire. 

8. Where suites are installed, the 

design of each suite must: 

a. Maintain minimum main aisle(s), 

cross aisle(s), and passageway(s) 

requirements of § 25.815 when 

subjected to the ultimate inertia forces 

listed in § 25.561(d). 

b. Prevent structural failure or 

deformation of components that could 

block access to the available evacuation 

routes (e.g., seats, doors, contents of 

stowage compartments, etc.). 

9. In addition to the requirements of 

§ 25.562 for seat systems, which are 

occupiable during taxi, takeoff, and 

landing, the suite structure must be 

designed for the additional loads 

imposed by the seats as a result of the 

conditions specified in § 25.562(b). 

Issued in Renton, Washington, on October 

19, 2017. 

Suzanne Masterson, 

Acting Manager, Transport Standards 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2017–23256 Filed 10–25–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0332; Product 

Identifier 2016–NM–164–AD; Amendment 

39–19084; AD 2017–22–04] 

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 737–200, 

–200C, –300, –400, and –500 series 

airplanes. This AD was prompted by 

reports of skin doublers that disbonded 

from their skin panels. This AD requires 

repetitive inspections of fuselage skin 

panels, and applicable on-condition 

actions. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective November 

30, 2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 30, 2017. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110 SK57, Seal Beach, CA 90740 5600; 

telephone 562–797–1717; Internet 

https://www.myboeingfleet.com. You 

may view this referenced service 

information at the FAA, Transport 

Standards Branch, 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–2017– 

0332. 

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–2017– 

0332; 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 final rule, 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 


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New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Jennifer Tsakoumakis, Aerospace 

Engineer, Airframe Section, FAA, Los 

Angeles ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5264; fax: 562–627– 

5210; email: jennifer.tsakoumakis@

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 737–200, –200C, –300, –400, and 

–500 series airplanes. The NPRM 

published in the Federal Register on 

May 2, 2017 (82 FR 20450). The NPRM 

was prompted by reports of skin 

doublers that disbonded from their skin 

panels. The NPRM proposed to require 

repetitive inspections of fuselage skin 

panels, and applicable on-condition 

actions. We are issuing this AD to detect 

and correct disbonded skin panels, 

which could result in fuselage skin 

cracking, rapid decompression, and loss 

of structural integrity of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this final rule. 

The following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

accomplishing Supplemental Type 

Certificate (STC) ST01219SE does not 

affect the ability to accomplish the 

actions specified in the NPRM. 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

proposed AD as paragraph (c)(1) and 

added paragraph (c)(2) to this AD to 

state that installation of STC ST01219SE 

does not affect the ability to accomplish 

the actions required by this AD. 

Therefore, for airplanes on which STC 

ST01219SE is installed, a ‘‘change in 

product’’ alternative methods of 

compliance (AMOC) approval request is 

not necessary to comply with the 

requirements of 14 CFR 39.17. 

Request To Revise ‘‘Explanation of 

Certain Compliance Times’’ Section 

Boeing requested that the 

‘‘Explanation of Certain Compliance 

Times’’ section in the preamble of the 

NPRM be revised to clarify that only 

disbonded skin panels need to be 

replaced. Boeing noted that, if a panel 

is disbonded, it is considered a suspect 

panel that went through improper 

processing during the phosphoric acid 

anodization phase of manufacturing. 

Boeing stated that the suspect panel 

could develop an additional disbond, 

which could lead to further damage, and 

then the inspections described in the 

service information might not be 

adequate. 

We acknowledge the commenter’s 

request to clarify that only disbonded 

skin panels need to be replaced, for the 

reasons provided by the commenter. We 

agree with the rationale for the request. 

However, the ‘‘Explanation of Certain 

Compliance Times’’ section only 

appears in the preamble of the NPRM 

and is not carried over into this final 

rule; therefore, no change to this final 

rule is necessary regarding this issue. 

Request To Include Previously 

Accomplished Actions as Terminating 

Actions 

Qantas requested that we include 

previously accomplished repairs as 

terminating actions in paragraph (i) of 

the proposed AD. Qantas requested that 

paragraph (i) of the proposed AD be 

revised to include a provision for 

previously installed repairs (solid skin 

panel replacements) that were approved 

by an authorized representative of the 

Boeing Commercial Airplanes 

Organization Designation Authorization 

(ODA) via FAA Form 8110–3, 

‘‘Statement of Compliance with the 

Federal Aviation Regulations.’’ Qantas 

stated that Boeing ODA-approved 

repairs completed prior to issuance of 

Boeing Alert Service Bulletin 737– 

53A1349, dated August 23, 2016, were 

not addressed in the NPRM. Qantas also 

suggested that solid skin panel 

replacements approved via FAA Form 

8100–9, ‘‘Statement of Compliance with 

Airworthiness Standards,’’ be included 

as terminating action. Qantas stated that 

including skin panel replacements 

approved via FAA Form 8100–9 as 

terminating action could help avoid 

operators’ requests for AMOCs. In 

addition, Qantas recommended that the 

language used for approved repairs by 

an authorized representative of the 

Boeing ODA be revised, as it is not 

specific to FAA Form 8110–3 or FAA 

Form 8100–9. 

We agree with the commenter’s 

request. Paragraph (i)(1) of this AD 

(paragraph (i) of the proposed AD) 

addresses previously installed repairs 

approved by an authorized 

representative of the Boeing ODA. 

Existing Boeing ODA-approved repairs 

or preventative modifications are 

included in notes in Part 1, Part 2, and 

Part 8 of the Accomplishment 

Instruction and in note (a) to tables 1 

through 8 in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1349, dated August 23, 

2016. Note (a) states, ‘‘If any Boeing 

ODA approved preventative 

modification or repair was previously 

installed via FAA Form 8100–9 or 

[structural repair manual] SRM repair 

doubler (except disbond repair), initial 

and repeat inspections are not required 

at the repaired location only.’’ 

However, repairs that were not 

approved by the Boeing ODA and 

replacements not done using Boeing 

Alert Service Bulletin 737–53A1349, 

dated August 23, 2016, were not 

addressed in the proposed AD. 

Therefore, we have redesignated 

paragraph (i) (in the proposed AD) as 

paragraph (i)(1) and added paragraph 

(i)(2) to this AD to state that any skin 

panel replacement done before the 

effective date of this AD terminates the 

inspections required by paragraph (g) of 

this AD for that skin panel only, 

provided the replacement was done 

using a skin panel manufactured on or 

after April 1, 1997, and the replacement 

was done using an FAA-approved 

method. A replacement accomplished 

using an FAA-approved method would 

still address the unsafe condition and 

the need for the inspections required by 

paragraph (g) of this AD would be 

terminated. 

We have also added paragraph (i)(3) 

to this AD to state that any FAAapproved reinforced repair doubler 

(except disbond repair) installed before 

the effective date of this AD terminates 

the inspections required by paragraph 

(g) of this AD at the repaired location 

only. 

Request To Allow Termination of All 

Inspections 

Southwest Airlines (SWA) requested 

that we allow the terminating action 

specified in paragraph (i) of the 

proposed AD to terminate the initial 

inspections in paragraph (g) of the 

proposed AD and not only the repetitive 

inspections in paragraph (g) of the 

proposed AD. Specifically, SWA 

requested that paragraph (i) of the 

proposed AD be revised to include the 

provision that replacement of any skin 

panel in accordance with the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1349, 

dated August 23, 2016, except as 

specified in paragraph (h)(2) of the 

proposed AD, terminates the 

requirement for the initial inspection 

specified in paragraph (g) of the 

proposed AD, for the replaced skin 

panel only. SWA noted that an operator 

could replace a skin panel prior to doing 


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the initial inspection specified in 

paragraph (g) of the proposed AD, 

therefore the operator would not be 

required to do the initial or repetitive 

inspections specified in paragraph (g) of 

the proposed AD. 

We agree with the commenters’ 

requests. We have clarified paragraph 

(i)(1) of this AD (paragraph (i) of the 

proposed AD) to state that 

accomplishment of any skin panel 

replacement using a skin panel 

manufactured on or after April 1, 1997, 

terminates the inspections required by 

paragraph (g) of this AD for that skin 

panel only, provided the replacement is 

done as specified in the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1349, 

dated August 23, 2016, except as 

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

Request To Include an Additional 

Terminating Action for AD 2003–14–06 

SWA requested that paragraph (j) of 

the proposed AD be revised to include 

a provision that replacement of skin 

panels, in accordance with the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1349, 

dated August 23, 2016, except as 

required by paragraph (h)(2) of the 

proposed AD, terminates all of the 

requirements of AD 2003–14–06, 

Amendment 39–13225 (68 FR 40759, 

July 9, 2003; corrected July 21, 2003 (68 

FR 42596) (‘‘AD 2003–14–06’’)). SWA 

noted that an operator could replace a 

skin panel prior to doing the initial 

inspection specified in paragraph (g) of 

the proposed AD; therefore, the operator 

would not be required to do the initial 

or repetitive inspections specified in 

paragraph (g) of the proposed AD, and 

all of the requirements of AD 2003–14– 

06 would be terminated. 

We agree with the commenter’s 

request. We redesignated paragraph (j) 

in the proposed AD as paragraph (j)(1) 

and added paragraph (j)(2) to this AD to 

include a statement that replacement of 

any skin panel with a skin panel 

manufactured on or after April 1, 1997, 

as specified in the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–53A1349, dated August 23, 

2016, except as required by paragraph 

(h)(2) of this AD, terminates all of the 

requirements of AD 2003–14–06 for that 

skin panel only. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule 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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this final rule. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 737–53A1349, dated August 23, 

2016. The service information describes 

procedures for repetitive inspections of 

fuselage skin panels for cracking, 

corrosion, and existing disbond repairs; 

and applicable on-condition actions. 

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. 

Costs of Compliance 

We estimate that this AD affects 169 

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 

External general visual and 

detailed inspections.

180 work-hours × $85 per 

hour = $15,300 per inspection cycle.

$0 $15,300 per inspection cycle $2,585,700 per inspection 

cycle. 

External high frequency bond 

test inspection.

450 work hours × $85 per 

hour = $38,250 per inspection cycle.

0 $38,250 inspection cycle ....... $6,464,250 per inspection 

cycle. 

Ultrasonic disbond inspection 

and internal detailed skin 

inspection.

630 work-hours × $85 per 

hour = $53,550 per inspection cycle.

0 $53,550 per inspection cycle $9,049,950 per inspection 

cycle. 

We estimate the following costs to do 

any necessary on-condition actions that 

will be required based on the results of 

the inspections. We have no way of 

determining the number of aircraft that 

might need these on-condition actions: 

ON-CONDITION COSTS PER SKIN PANEL

Action Labor cost Parts cost Cost per product 

On-condition inspections ................ Up to 25 work-hours × $85 per hour = $2,125 .................................... $0 ..................... Up to $2,125. 

Repairs ........................................... Up to 68 work-hours × $85 per hour = $5,780 .................................... Up to $100 ....... Up to $5,880. 

Skin panel replacement .................. 304 work-hours × $85 per hour = $25,840 .......................................... $95,000 ............ $120,840. 

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 


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products identified in this rulemaking 

action. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes to the Director of the System 

Oversight Division. 

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): 

2017–22–04 The Boeing Company: 

Amendment 39–19084; Docket No. 

FAA–2017–0332; Product Identifier 

2016–NM–164–AD. 

(a) Effective Date 

This AD is effective November 30, 2017. 

(b) Affected ADs 

This AD affects AD 2003–14–06, 

Amendment 39–13225 (68 FR 40759, July 9, 

2003; corrected July 21, 2003 (68 FR 42956)) 

(‘‘AD 2003–14–06’’). 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 737–200, –200C, –300, 

–400, and –500 series airplanes, certificated 

in any category, as identified in Boeing Alert 

Service Bulletin 737–53A1349, dated August 

23, 2016. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01219SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/EBD1CEC7B301293

E86257CB30045557A?OpenDocument&

Highlight=st01219se) does not affect the 

ability to accomplish the actions required by 

this AD. Therefore, for airplanes on which 

STC ST01219SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of skin 

doublers that disbonded from their skin 

panels. We are issuing this AD to detect and 

correct disbonded skin panels, which could 

result in fuselage skin cracking, rapid 

decompression, and loss of structural 

integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Actions Required for Compliance 

Except as required by paragraph (h) of this 

AD: Do all applicable actions identified as 

required for compliance (‘‘RC’’) in, and in 

accordance with, the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1349, dated August 23, 2016. Do the 

actions at the applicable times specified in 

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

Alert Service Bulletin 737–53A1349, dated 

August 23, 2016. 

(h) Exceptions to Service Information 

Specifications 

(1) Where Boeing Alert Service Bulletin 

737–53A1349, dated August 23, 2016, uses 

the phrase ‘‘after the original issue of this 

service bulletin,’’ for purposes of determining 

compliance with the requirements of this AD, 

the phrase ‘‘after the effective date of this 

AD’’ must be used. 

(2) Where Boeing Alert Service Bulletin 

737–53A1349, dated August 23, 2016, 

specifies contacting Boeing for instructions, 

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

for Compliance): This AD requires using a 

method approved in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

(3) For replaced skin panels identified in 

table 9 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 737–53A1349, 

dated August 23, 2016, on which the onetime internal inspection specified in Boeing 

Service Bulletin 737–53–1179, Revision 2, 

dated October 25, 2001, has not been done: 

The compliance time for accomplishment of 

the actions specified in Part 8 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1349, dated August 

23, 2016, is at the latest of the times specified 

in paragraphs (h)(3)(i), (h)(3)(ii), and 

(h)(3)(iii) of this AD. 

(i) Within 50,000 flight cycles after the skin 

panel replacement. 

(ii) Within 20,000 flight cycles after July 

14, 2003 (the effective date of AD 2003–14– 

16). 

(iii) Within 4,500 flight cycles after the 

effective date of this AD. 

(i) Terminating Action for Required 

Inspections 

(1) Accomplishment of any skin panel 

replacement using a skin panel manufactured 

on or after April 1, 1997, terminates the 

inspections required by paragraph (g) of this 

AD for that skin panel only, provided the 

replacement is done as specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1349, dated August 

23, 2016, except as required by paragraph 

(h)(2) of this AD. 

(2) Accomplishment of any skin panel 

replacement done before the effective date of 

this AD terminates the inspections required 

by paragraph (g) of this AD for that skin 

panel only, provided the conditions specified 

in paragraphs (i)(2)(i) and (i)(2)(ii) of this AD 

are met. 

(i) The replacement was done using a skin 

panel manufactured on or after April 1, 1997. 

(ii) The replacement was done using an 

FAA-approved method. 

(3) Installation of an FAA-approved 

reinforced repair doubler (except disbond 

repair) before the effective date of this AD 

terminates the inspections required by 

paragraph (g) of this AD at the repaired 

location only. 

(j) Terminating Action for AD 2003–14–06 

(1) Accomplishment of the initial 

inspections required by paragraph (g) of this 

AD terminates all requirements of AD 2003– 

14–06. 

(2) Accomplishment of any skin panel 

replacement with a skin panel manufactured 

on or after April 1, 1997, as specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1349, dated August 

23, 2016, except as required by paragraph 

(h)(2) of this AD, terminates all requirements 

of AD 2003–14–06 for that skin panel only. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or local Flight Standards 

District Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (l) of this 

AD. Information may be emailed to: 9–ANM– 

LAACO–AMOC–Requests@faa.gov. 


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(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the 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, 

modification, or alteration required by this 

AD if it is approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO Branch, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Except as required by paragraph (h)(2) 

of this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (k)(4)(i) and (k)(4)(ii) of this AD 

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. If a step or substep is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

substep. 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. 

(l) Related Information 

For more information about this AD, 

contact Jennifer Tsakoumakis, Airframe 

Section, FAA, Los Angeles ACO Branch, 

3960 Paramount Boulevard, Lakewood, CA 

90712–4137; phone: 562–627–5264; fax: 562– 

627–5210; email: jennifer.tsakoumakis@

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) Boeing Alert Service Bulletin 737– 

53A1349, dated August 23, 2016. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster Blvd., 

MC 110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; Internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at the FAA, Transport Standards Branch, 

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 

11, 2017. 

Dionne Palermo, 

Acting Director, System Oversight Division, 

Aircraft Certification Service. 

[FR Doc. 2017–22950 Filed 10–25–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0521; Product 

Identifier 2016–NM–189–AD; Amendment 

39–19086; AD 2017–22–06] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc., Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc., Model CL–600–2B16 

(CL–601–3A, CL–601–3R, and CL–604 

Variants) airplanes. This AD was 

prompted by reports of fuel leaks in the 

engine and auxiliary power unit (APU) 

electrical fuel pump (EFP) cartridge/ 

canister electrical connectors and 

conduits. This AD requires repetitive 

inspections for fuel leakage at the 

engine and APU fuel pumps, and 

related investigative and corrective 

actions if necessary. We are issuing this 

AD to address the unsafe condition on 

these products. 

DATES: This AD is effective November 

30, 2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 30, 2017. 

ADDRESSES: For service information 

identified in this final rule, contact 

Bombardier, Inc., 400 Coˆte-Vertu Road 

West, Dorval, Que ́bec H4S 1Y9, Canada; 

Widebody Customer Response Center 

North America toll-free telephone 1– 

866–538–1247 or direct-dial telephone 

1–514–855–2999; fax 514–855–7401; 

email ac.yul@aero.bombardier.com; 

Internet http://www.bombardier.com. 

You may view this referenced service 

information at the FAA, Transport 

Standards Branch, 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–2017– 

0521. 

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–2017– 

0521; 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 street address for 

the Docket Office (telephone 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: 

Steven Dzierzynski, Aerospace 

Engineer, Avionics and Administrative 

Services Section, FAA, New York ACO 

Branch, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 

516–228–7367; fax 516–794–5531. 

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 Bombardier, Inc., Model 

CL–600–2B16 (CL–601–3A, CL–601–3R, 

and CL–604 Variants) airplanes. The 

NPRM published in the Federal 

Register on June 2, 2017 (82 FR 25556) 

(‘‘the NPRM’’). The NPRM was 

prompted by reports of fuel leaks in the 

engine and APU EFP cartridge/canister 

electrical connectors and conduits. The 

NPRM proposed to require repetitive 

inspections for fuel leakage at the 

engine and APU fuel pumps, and 

related investigative and corrective 

actions if necessary. We are issuing this 

AD to detect and correct fuel leaks in 

certain fuel pumps to remove a potential 

fuel ignition hazard. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2016–32R1, 

dated October 12, 2016 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc., Model CL– 

600–2B16 (CL–601–3A, CL–601–3R, and 

CL–604 Variants) airplanes. The MCAI 

states: 


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