Document ID: FAA-2014-0170-0001
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: The Boeing Company Airplanes
Posted Date: 2014-03-25T04:00Z

[Federal Register Volume 79, Number 57 (Tuesday, March 25, 2014)]
[Proposed Rules]
[Pages 16241-16245]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-06494]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0170; Directorate Identifier 2013-NM-169-AD]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to supersede Airworthiness Directive (AD) 2005-13-
05, which applies to certain Boeing Model 747-400F series airplanes. AD 
2005-13-05 currently requires inspections for cracking of the web, 
upper chord, and upper chord strap of the upper deck floor beams, and 
repair of any cracking. AD 2005-13-05 also requires a preventive 
modification of the upper deck floor beams, and repetitive inspections 
for cracking after accomplishing the modification. Since we issued AD 
2005-13-05, the upper chords of the upper deck floor beams at certain 
stations have been determined to be structures that are susceptible to 
widespread fatigue damage, and certain airplanes with an initial 
modification require a second modification for the airplane to meet its 
limit of validity (LOV). This proposed AD would require that second 
modification and repetitive inspections for cracking and repair if 
necessary. We are proposing this AD to detect and correct fatigue 
cracking in certain upper chords of the upper deck floor beam, which 
could result in reduced structural integrity of the airplane and rapid 
decompression or reduced controllability of the airplane.

DATES: We must receive comments on this proposed AD by May 9, 2014.

ADDRESSES: You may send comments, using the procedures found in 14 CFR

[[Page 16242]]

11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information 
at the FAA, 1601 Lind Avenue SW., Renton, WA. For information on the 
availability of this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0170; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this proposed AD, the regulatory evaluation, any comments 
received, and other information. The street address for the Docket 
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Nathan Weigand, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6428; fax: 425-917-6590; email: Nathan.P.Weigand@faa.gov.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0170; 
Directorate Identifier 2013-NM-169-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    Structural fatigue damage is progressive. It begins as minute 
cracks, and those cracks grow under the action of repeated stresses. 
This can happen because of normal operational conditions and design 
attributes, or because of isolated situations or incidents such as 
material defects, poor fabrication quality, or corrosion pits, dings, 
or scratches. Fatigue damage can occur locally, in small areas or 
structural design details, or globally. Global fatigue damage is 
general degradation of large areas of structure with similar structural 
details and stress levels. Multiple-site damage is global damage that 
occurs in a large structural element such as a single rivet line of a 
lap splice joining two large skin panels. Global damage can also occur 
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small 
initially to be reliably detected with normal inspection methods. 
Without intervention, these cracks will grow, and eventually compromise 
the structural integrity of the airplane, in a condition known as 
widespread fatigue damage (WFD). As an airplane ages, WFD will likely 
occur, and will certainly occur if the airplane is operated long enough 
without any intervention.
    The FAA's WFD final rule (75 FR 69746, November 15, 2010) became 
effective on January 14, 2011. The WFD rule requires certain actions to 
prevent structural failure due to WFD throughout the operational life 
of certain existing transport category airplanes and all of these 
airplanes that will be certificated in the future. For existing and 
future airplanes subject to the WFD rule, the rule requires that design 
approval holders (DAHs) establish LOV of the engineering data that 
support the structural maintenance program. Operators affected by the 
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV 
is approved.
    The WFD rule (75 FR 69746, November 15, 2010) does not require 
identifying and developing maintenance actions if the DAHs can show 
that such actions are not necessary to prevent WFD before the airplane 
reaches the LOV. Many LOVs, however, do depend on accomplishment of 
future maintenance actions. As stated in the WFD rule, any maintenance 
actions necessary to reach the LOV will be mandated by airworthiness 
directives through separate rulemaking actions.
    In the context of WFD, this action is necessary to enable DAHs to 
propose LOVs that allow operators the longest operational lives for 
their airplanes, and still ensure that WFD will not occur. This 
approach allows for an implementation strategy that provides 
flexibility to DAHs in determining the timing of service information 
development (with FAA approval), while providing operators with 
certainty regarding the LOV applicable to their airplanes.
    On June 10, 2005, we issued AD 2005-13-05, Amendment 39-14141 (70 
FR 35989, June 22, 2005) for certain Boeing Model 747-400F series 
airplanes. AD 2005-13-05 requires initial detailed and open-hole high 
frequency eddy current inspections for cracking of the web, upper 
chord, and upper chord strap of the upper deck floor beams, and repair 
of any cracking. AD 2005-13-05 also requires a preventive modification 
of the upper deck floor beams, and repetitive inspections for cracking 
after accomplishing the modification. AD 2005-13-05 resulted from 
reports of fatigue cracking found on the upper deck floor beam to frame 
attachment points. We issued AD 2005-13-05 to prevent fatigue cracks in 
the upper chord, upper chord strap, and the web of the upper deck floor 
beams and resultant failure of the floor beams.

Actions Since AD 2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 
2005) Was Issued

    Since we issued AD 2005-13-05, Amendment 39-14141 (70 FR 35989, 
June 22, 2005), we received reports that indicate that the upper chords 
of the upper deck floor beams at stations (STA) 340 through 520 have 
been determined to be structures that are susceptible to widespread 
fatigue damage, and airplanes that had an initial modification done 
before 15,000 total flight cycles require a second fastener hole zero-
timing modification for the airplane to meet its LOV.

Relevant Service Information

    We reviewed Boeing Service Bulletin 747-53A2443, Revision 2, dated 
August 2, 2013. For information on the procedures and compliance times, 
see

[[Page 16243]]

this service information at http://www.regulations.gov by searching for 
Docket No. FAA-2014-0170.

FAA's Determination

    We are proposing this AD because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design.

Proposed AD Requirements

    This proposed AD would retain all of the requirements of AD 2005-
13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005). This proposed 
AD would also require accomplishing the actions specified in the 
service information described previously.

Difference Between This Proposed AD and Service Information

    The service bulletin specifies to contact the manufacturer for 
instructions on how to repair certain conditions, but this proposed AD 
would require repairing those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by the Boeing Commercial 
Airplanes Organization Designation Authorization (ODA) whom we have 
authorized to make those findings.

Explanation of Compliance Time

    The compliance time for the modification specified in this proposed 
AD for addressing WFD was established to ensure that discrepant 
structure is modified before WFD develops in airplanes. Standard 
inspection techniques cannot be relied on to detect WFD before it 
becomes a hazard to flight. We will not grant any extensions of the 
compliance time to complete any AD-mandated service bulletin related to 
WFD without extensive new data that would substantiate and clearly 
warrant such an extension.

Costs of Compliance

    We estimate that this proposed AD affects 13 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per        Cost on U.S.
              Action                    Labor cost            Parts cost        product          operators
----------------------------------------------------------------------------------------------------------------
Pre-modification inspections       11 work-hours x $85   $0.................         $935  $12,155.
 [retained actions from AD 2005-    per hour = $935.
 13-05, Amendment 39-14141 (70 FR
 35989, June 22, 2005).
Modification/inspections done      Up to 524 work-hours  Up to 14,874.......       59,414  772,382.
 during modification [retained      x $85 per hour =
 actions from AD 2005[dash]13-05,   $44,540.
 Amendment 39-14141 (70 FR 35989,
 June 22, 2005).
Post-modification inspections      66 work-hours x $85   0..................        5,610  72,930.
 [retained actions from AD 2005-    per hour = $5,610.
 13-05, Amendment 39-14141 (70 FR
 35989, June 22, 2005).
Zero-Timing Procedure Option 1     71 work-hours x $85   0..................        6,035  Up to 78,455.
 (including inspections)            per hour = $6,035.
 (proposed action).
Zero-Timing Procedure Option 2     103 work-hours x $85  0..................        8,755  Up to 113,815.
 (including inspections)            per hour = $8,755.
 (proposed action).
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this proposed 
AD. We have no way of determining the number of products that may need 
these actions.

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

    We have determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that the proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. Amend Sec.  39.13 by removing Airworthiness Directive (AD) 2005-13-
05, Amendment 39-14141 (70 FR 35989, June 22, 2005), and adding the 
following new AD:

[[Page 16244]]

The Boeing Company: Docket No. FAA-2014-0170; Directorate Identifier 
2013-NM-169-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by May 9, 2014.

(b) Affected ADs

    This AD supersedes AD 2005-13-05, Amendment 39-14141 (70 FR 
35989, June 22, 2005).

(c) Applicability

    This AD applies to The Boeing Company Model 747-400F series 
airplanes, certificated in any category, as identified in Boeing 
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by a report indicating that the upper 
chords of the upper deck floor floor beams at stations (STA) 340 
through 520 have been determined to be structures that are 
susceptible to widespread fatigue damage, and airplanes that had an 
initial modification done before 15,000 total flight cycles require 
a second fastener hole zero-timing modification for the airplane to 
meet its limit of validity (LOV). We are issuing this AD to detect 
and correct fatigue cracking in certain upper chords of the upper 
deck floor beam, which could result in reduced structural integrity 
of the airplane and rapid decompression or reduced controllability 
of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Retained Inspections With Revised Service Information

    This paragraph restates the requirements of paragraph (g) of AD 
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with 
revised service information. Before the accumulation of 15,000 total 
flight cycles, or within 1,000 flight cycles after July 27, 2005 
(the effective date of AD 2005-13-05 whichever is later: Accomplish 
detailed and open-hole high frequency eddy current (HFEC) 
inspections for cracking of the web, upper chord, and upper chord 
strap of the upper deck floor beams, by doing all the applicable 
actions in accordance with Part 3.B.1. of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, dated May 9, 
2002; or Part 1 of the Accomplishment Instructions of Boeing Service 
Bulletin 747-53A2443, Revision 2, dated August 2, 2013. As of the 
effective date of this AD, only Boeing Service Bulletin 747-53A2443, 
Revision 2, dated August 2, 2013, may be used.

(h) Retained Repair With Revised Service Information and Revised Repair 
Approval Language

    This paragraph restates the requirements of paragraph (h) of AD 
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with 
revised service information and revised repair approval language. If 
any crack is found during any inspection required by paragraph (g) 
of this AD: Before further flight, accomplish the actions required 
by paragraph (h)(1) and (h)(2) of this AD.
    (1) Repair in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 747-53A2443, dated May 9, 2002; or Boeing 
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013; 
except where these service bulletins specify to contact Boeing for 
appropriate action, before further flight, repair the cracking using 
a method approved in accordance with the procedures specified in 
paragraph (o) of this AD. After the effective date of this AD, only 
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2, 
2013, may be used.
    (2) Accomplish the inspections and preventive modification of 
the floor beams by doing all the actions in accordance with Part 
3.B.2. or Part 3.B.3., as applicable, of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, dated May 9, 
2002, or Part 2 or Part 3 of the Accomplishment Instructions of 
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2, 
2013. If any crack is found during any inspection, before further 
flight, repair as required by paragraph (h)(1) of this AD. After the 
effective date of this AD, only Boeing Service Bulletin 747-53A2443, 
Revision 2, dated August 2, 2013, may be used.

(i) Retained Modification With Revised Service Information

    This paragraph restates the requirements of paragraph (i) of AD 
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with 
revised service information. If no crack is found during any 
inspection required by paragraph (g) of this AD: Accomplish the 
actions required by either paragraph (i)(1) or (i)(2) of this AD, at 
the time specified.
    (1) Before further flight: Accomplish the inspections and 
preventive modification of the floor beam by doing all the actions 
in accordance with Part 3.B.2 or Part 3.B.3., as applicable, of the 
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443, 
dated May 9, 2002; or Part 2 or Part 3 of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2, 
dated August 2, 2013. If the preventive modification is performed 
concurrently with the inspections required by paragraph (g) of this 
AD, the upper chord straps must be removed when performing the open-
hole HFEC inspection. If any crack is found during any inspection, 
before further flight, repair as required by paragraph (h)(1) of 
this AD. After the effective date of this AD, only Boeing Service 
Bulletin 747-53A2443, Revision 2, dated August 2, 2013, may be used.
    (2) Before the accumulation of 20,000 total flight cycles, or 
within 1,000 flight cycles after July 27, 2005 (the effective date 
of AD 2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), 
whichever is later: Accomplish the inspections and preventive 
modification of the upper deck floor beams, by doing all the actions 
in accordance with Part 3.B.2. or 3.B.3. as applicable, of the 
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443, 
dated May 9, 2002; or Part 2 or Part 3, as applicable, of the 
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443, 
Revision 2, dated August 2, 2013. If any crack is found during any 
inspection, before further flight, repair as required by paragraph 
(h)(1) of this AD. After the effective date of this AD, only Boeing 
Service Bulletin 747-53A2443, Revision 2, dated August 2, 2013, may 
be used.

(j) Retained Post-Modification Inspections With Revised Service 
Information

    This paragraph restates the requirements of paragraph (j) of AD 
2005-13-05, Amendment 39-14141 (70 FR 35989, June 22, 2005), with 
revised service information. Within 15,000 flight cycles after 
accomplishing the applicable preventive modification required by 
paragraph (h)(2), (i)(1), or (i)(2) of this AD: Accomplish the 
inspections required by either paragraph (j)(1) or (j)(2) of this 
AD; if any crack is found during any inspection, before further 
flight, repair as required by paragraph (h)(1) of this AD.
    (1) Accomplish detailed and surface HFEC inspections for 
cracking of the web, upper chord, and upper chord strap of the upper 
deck floor beams, by doing all the applicable actions in accordance 
with Part 3.B.4. of the Accomplishment Instructions of Boeing 
Service Bulletin 747-53A2443, dated May 9, 2002; or Part 4 of the 
Accomplishment Instructions of Boeing Service Bulletin 747-53A2443, 
Revision 2, dated August 2, 2013. If no crack is found, repeat the 
inspections at intervals not to exceed 1,000 flight cycles. After 
the effective date of this AD, only Boeing Service Bulletin 747-
53A2443, Revision 2, dated August 2, 2013, may be used.
    (2) Accomplish detailed and open-hole HFEC inspections for 
cracking of the web, upper chord, and strap of the upper deck floor 
beams, by doing all the applicable actions in accordance with Part 
3.B.5. of the Accomplishment Instructions of Boeing Service Bulletin 
747-53A2443, dated May 9, 2002; or Part 5 of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2, 
dated August 2, 2013. If no crack is found, repeat the inspections 
at intervals not to exceed 5,000 flight cycles. After the effective 
date of this AD, only Boeing Service Bulletin 747-53A2443, Revision 
2, dated August 2, 2013, may be used.

(k) New Floor Beam Hole Zero-Timing

    Within 20,000 flight cycles after accomplishing the preventive 
modification of the Station 340 to Station 520 upper deck floor 
beams specified in paragraph (h)(2), (i)(1), or (i)(2) of this AD, 
or within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later: Accomplish the floor beam hole zero-timing 
in accordance with Part 6. of the Accomplishment Instructions of 
Boeing Service Bulletin 747-53A2443, Revision 2, dated August 2, 
2013.

[[Page 16245]]

(l) New Post-Floor Beam Hole Zero-Timing Inspections

    Within 15,000 flight cycles after accomplishing the floor beam 
hole zero-timing required by paragraph (k) of this AD: Accomplish 
the inspections required by either paragraph (l)(1) or (l)(2) of 
this AD; if any cracking is found during any inspection, before 
further flight, repair as required by paragraph (h)(1) of this AD.
    (1) Accomplish detailed and surface HFEC inspections for 
cracking of the web, upper chord, and straps of the Station 340 to 
Station 520 upper deck floor beams, by doing all the applicable 
actions, in accordance with Part 4 of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2, 
dated August 2, 2013. If no cracking is found, repeat the 
inspections at intervals not to exceed 1,000 flight cycles.
    (2) Accomplish detailed and open-hole HFEC inspections for 
cracking of the web, upper chord, and straps of the Station 340 to 
Station 520 upper deck floor beams, by doing all the applicable 
actions, in accordance with Part 5. of the Accomplishment 
Instructions of Boeing Service Bulletin 747-53A2443, Revision 2, 
dated August 2, 2013. If no cracking is found, repeat the 
inspections at intervals not to exceed 5,000 flight cycles.

(m) Exception to Service Information

    Where Boeing Service Bulletin 747-53A2443, Revision 2, dated 
August 2, 2013, specifies a compliance time ``after the revision 
date on this service bulletin,'' this AD requires compliance within 
the specified compliance time after the effective date of this AD.

(n) Credit for Previous Actions

    This paragraph provides credit for the inspections, repairs, and 
modification required by paragraphs (g) through (j) of this AD, if 
the corresponding actions were performed before the effective date 
of this AD using Boeing Service Bulletin 747-53A2443, Revision 1, 
dated June 25, 2009.

(o) 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 (p)(1) of this AD. 
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@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.
    (4) AMOCs approved for AD 2005-13-05, Amendment 39-14141 (70 FR 
35989, June 22, 2005), are approved as AMOCs for the corresponding 
requirements of paragraphs (g) through (j) (the retained actions) of 
this AD.

(p) Related Information

    (1) For more information about this AD, contact Nathan Weigand, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6428; fax: 425-917-6590; email: 
Nathan.P.Weigand@faa.gov.
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may review copies of the referenced 
service information at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue SW., Renton, WA. For information on the availability of 
this material at the FAA, call 425-227-1221.

    Issued in Renton, Washington, on March 17, 2014.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-06494 Filed 3-24-14; 8:45 am]
BILLING CODE 4910-13-P