
[Federal Register Volume 78, Number 189 (Monday, September 30, 2013)]
[Rules and Regulations]
[Pages 59801-59805]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-22676]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2012-0723; Directorate Identifier 2011-NM-137-AD; 
Amendment 39-17586; AD 2013-19-04]
RIN 2120-AA64


Airworthiness Directives; the Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
The Boeing Company Model 737-600, -700, -700C, -800, and -900 series 
airplanes. This AD was prompted by a

[[Page 59802]]

report of cracks found in the skin at body station (STA) 540 just below 
stringer S-22L on a Model 737-700 series airplane. This AD requires 
repetitive detailed and high frequency eddy current inspections for 
cracking of the skin around the eight fasteners common to the ends of 
the STA 540 bulkhead chords between stringers S-22 and S-23, left and 
right sides; and corrective actions and preventive modification if 
necessary. We are issuing this AD to detect and correct fatigue 
cracking in the skin, which can result in rapid decompression of the 
cabin.

DATES: This AD is effective November 4, 2013.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of November 4, 
2013.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, 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.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Alan Pohl, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6450; fax: 
425-917-6590; email: alan.pohl@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an AD that would apply to the specified products. 
The NPRM published in the Federal Register on July 25, 2012 (77 FR 
43547). The NPRM proposed to require repetitive detailed and high 
frequency eddy current (HFEC) inspections for cracking of the skin 
around the eight fasteners common to the ends of the STA 540 bulkhead 
chords between stringers S-22 and S-23, left and right sides; and 
corrective actions and preventive modification if necessary.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
(77 FR 43547, July 25, 2012) and the FAA's response to each comment.

Concurrence

    The Boeing Company concurred with the content of the NPRM (77 FR 
43547, July 25, 2012).

Support of Compliance Time

    AirTran/Southwest Airlines stated that the inspection threshold and 
intervals will fit within its planned scheduled maintenance checks. The 
commenter also stated that the number of man-hours and elapsed time to 
accomplish the NPRM (77 FR 43547, July 25, 2012) will not impact the 
overall span-time of its planned scheduled maintenance check.

Request To Change the Compliance Time

    American Airlines requested that all airplanes have the same 
compliance time of 26,500 total flight cycles with a grace period of 
6,500 flight cycles. The commenter explained that since the NPRM (77 FR 
43547, July 25, 2012) is for the same type of airplanes with the same 
condition, they should have the same compliance time regardless of the 
amount of flight cycles at the time of the AD release date. The 
commenter noted that the NPRM specifies a compliance time of 18,000 
total flight cycles with a grace period of 4,000 flight cycles for 
airplanes with less than 27,500 total flight cycles. The commenter also 
stated that the 4,000 flight cycle grace period does not allow enough 
time for operators to have two good opportunities to accomplish the 
inspections during normal maintenance visits.
    We disagree with changing the compliance times. In developing 
appropriate compliance times for this action, we considered the urgency 
associated with the subject unsafe condition and the practical aspect 
of accomplishing the required actions within a period of time that 
corresponds to the normal scheduled maintenance for most affected 
operators. The shorter compliance time for airplanes with higher number 
of total flight cycles addresses the increased likelihood of cracking 
or larger cracks being present. Under the provisions of paragraph (l) 
of this final rule, we will consider requests for approval of an 
adjustment of the compliance time if sufficient data are submitted to 
substantiate that the new compliance time would provide an acceptable 
level of safety. No change has been made to this final rule in this 
regard.

Request for Increased Repetitive Inspection Intervals

    American Airlines requested that the repetitive inspection interval 
of 4,000 flight cycles specified in the NPRM (77 FR 43547, July 25, 
2012) be changed to at least 8,000 flight cycles to coordinate with 
heavy maintenance visits to provide the least amount of impact during 
the maintenance visit. The commenter stated that it does not believe 
that we have provided sufficient evidence to warrant such a tight 
repetitive inspection interval if no cracks are found after the initial 
inspection. The commenter also noted that since this crack has only 
been found on one airplane, it is not certain how susceptible the rest 
of the fleet is to develop skin cracks at body station (BS)540.
    We disagree with increasing the repetitive inspection interval. In 
developing an appropriate repetitive inspection interval for this 
action, we considered the urgency associated with the subject unsafe 
condition and the practical aspect of accomplishing the required 
actions within a period of time that corresponds to the normal 
scheduled maintenance for most affected operators. The interval was 
determined using the same methodology as for other cracks of primary 
structure addressed in other airworthiness directives. No data has been 
offered that would substantiate a change to this final rule. Under the 
provisions of paragraph (l) of this final rule, we will consider 
requests for approval of an adjustment of the repetitive inspection 
interval if sufficient data are submitted to substantiate that the new 
interval would provide an acceptable level of safety. No change has 
been made to this final rule in this regard.

Request To Change Cost Estimate

    American Airlines requested that we change the Cost of Compliance 
table to account for the removal and installation of the ram air 
transition duct and the

[[Page 59803]]

recirculation air filter housing. American Airlines stated the ram air 
transition duct must be removed to accomplish the inspection of the 
skin around the 8 fasteners and will add an additional 2 work-hours 
(open and close) for each airplane. American Airlines requested that 
the labor cost for the inspection be changed to 5 work-hours rather 
than the estimated 3 work-hours specified in the NPRM (77 FR 43547, 
July 25, 2012) to include the removal and installation of the ram air 
transition duct. American Airlines also stated that the recirculation 
air filter housing must be removed to accomplish the preventative 
modification and will add an additional 6 work-hours (open and close) 
for each airplane. American Airlines also noted that the current price 
for the modification kit is $993, rather than $894 as referenced in the 
NPRM (77 FR 43547, July 25, 2012).
    We partially agree with the request to change the Cost of 
Compliance table. We disagree with the figures used by the commenter. 
The work-hours, however, have been revised in Boeing Special Attention 
Service Bulletin 737-53-1294, Revision 1, dated June 14, 2013. The Cost 
of Compliance table has been revised accordingly.

Request To Allow the Use of Grip Length Adjustment Washers

    AirTran/Southwest Airlines requested that we add Note 6 of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1294, dated March 31, 2011, to allow the use of grip 
length adjustment washers to accomplish the NPRM (77 FR 43547, July 25, 
2012).
    We disagree. Note 5 of the Accomplishment Instructions of Boeing 
Special Attention Service Bulletin 737-53-1294, Revision 1, dated June 
14, 2013 (previously Note 6 of the Accomplishment Instructions of 
Boeing Special Attention Service Bulletin 737-53-1294, dated March 31, 
2011), states, ``If the length of any fastener specified in this 
service bulletin does not meet the installation standards in SRM 
[structural repair manual] Chapter 51, then a fastener of the same 
specification, or an approved substitute, with a length which meets the 
installation standards in SRM Chapter 51 may be used.'' Since the 
installation standards of Section 51 of the SRM include the use of grip 
length adjustment washers, no additional authorization is necessary. No 
change has been made to this final rule in this regard.

Request To Remove or Modify Paragraph (i)(4) of the NPRM (77 FR 43547, 
July 25, 2012)

    AirTran/Southwest Airlines requested that paragraph (i)(4) of the 
NPRM (77 FR 43547, July 25, 2012) be removed. AirTran/Southwest 
Airlines requested that we allow the operator to determine the sequence 
in which steps are to be accomplished for the inspections and 
modifications, otherwise, the operators may inadvertently violate the 
AD by performing unrelated tasks out of sequence.
    American Airlines requested that we remove or modify paragraph 
(i)(4) of the NPRM (77 FR 43547, July 25, 2012) stating that paragraph 
(i)(4) is more restrictive than necessary to ensure safety of flight. 
American Airlines stated that not being able to accomplish some steps 
out of order will prevent accomplishment of the AD in a timely manner. 
American Airlines suggested modifying paragraph (i)(4) of the NPRM (77 
FR 43547, July 25, 2012) to allow the modifications and repairs to be 
accomplished in any order as long as the steps within those actions are 
accomplished in order.
    We agree to remove paragraph (i)(4) of the NPRM (77 FR 43547, July 
25, 2012). We have received Boeing Special Attention Service Bulletin 
737-53-1294, Revision 1, dated June 14, 2013, which removes 
instructions regarding the sequencing of steps and changes certain part 
numbers. We have revised paragraphs (c), (g), (h), (i), and (j) of this 
final rule to refer to Boeing Special Attention Service Bulletin 737-
53-1294, Revision 1, dated June 14, 2013. We have also added new 
paragraph (k) to this final rule to allow credit for the actions 
required by paragraphs (g), (h), (i), and (j) of this AD, if those 
actions were performed before the effective date of this final rule 
using Boeing Special Attention Service Bulletin 737-53-1294, dated 
March 31, 2011. Subsequent paragraphs have been redesignated 
accordingly.

Request To Allow Removal of Additional or Fewer Parts, and Include 
Jacking and Shoring Limitations

    AirTran/Southwest Airlines requested that we include a statement 
stating that it is acceptable to remove additional, or fewer, parts as 
necessary; however, jacking and shoring limitations must be observed.
    We partially agree with the request. We agree that clarification is 
needed regarding removal of additional or fewer parts. We infer that 
this comment concerns instructions in Boeing Special Attention Service 
Bulletin 737-53-1294, dated March 31, 2011, regarding access and 
restoration, which are not required to address the unsafe condition. 
However, we disagree with requiring jacking and shoring limitations in 
this final rule because those actions are not required to address the 
unsafe condition. Operators may perform those actions in accordance 
with approved maintenance procedures. We have added new paragraph 
(i)(4) to this final rule to state that access and close actions 
identified in Boeing Special Attention Service Bulletin 737-53-1294, 
Revision 1, dated June 14, 2013, are not required by this final rule. 
We have also revised paragraphs (g) and (h) of this final rule to refer 
to paragraph (i)(4) of this final rule.

STC Winglet Comment

    Aviation Partners Boeing stated that the installation of winglets 
per STC ST00830SE does not affect them.
    We have redesignated paragraph (c) of the NPRM (77 FR 43547, July 
25, 2012) as paragraph (c)(1) in this AD and added paragraph (c)(2) to 
this AD to state that installation of STC ST00830SE (http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/408E012E008616A7862578880060456C?OpenDocument&Highlight=st00830se) does 
not affect the ability to accomplish the actions required by this final 
rule. Therefore, for airplanes on which STC ST00830SE is installed, a 
``change in product'' alternative method of compliance (AMOC) approval 
request is not necessary to comply with the requirements of 14 CFR 
39.17. For all other AMOC requests, the operator must request approval 
for an AMOC in accordance with the procedures specified in paragraph 
(l) of this final rule.

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 change described previously and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (77 FR 43547, July 25, 2012) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (77 FR 43547, July 25, 2012).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

[[Page 59804]]

Costs of Compliance

    We estimate that this AD affects 903 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 (left and right sides).....  14 work-hours x $85 per hour            $0  $1,190 per inspection     $1,074,570 per inspection cycle.
                                         = $1,190 per inspection                     cycle.
                                         cycle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs and 
inspections 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 repairs:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
             Action                           Labor cost                 Parts cost          Cost per product
----------------------------------------------------------------------------------------------------------------
Preventive modification (each     7 work-hours x $85 per hour =      $894..............  $1,489.
 side).                            $595.
Skin repair (each side).........  37 work-hours x $85 per hour =     Up to $5,635......  Up to $8,780.
                                   $3,145.
----------------------------------------------------------------------------------------------------------------

    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,
    (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

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. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2013-19-04 the Boeing Company: Amendment 39-17586; Docket No. FAA-
2012-0723; Directorate Identifier 2011-NM-137-AD.

(a) Effective Date

    This AD is effective November 4, 2013.

(b) Affected ADs

    None.

(c) Applicability

    (1) This AD applies to the Boeing Company Model 737-600, -700, -
700C, -800, and -900 series airplanes; certificated in any category; 
as identified in Boeing Special Attention Service Bulletin 737-53-
1294, Revision 1, dated June 14, 2013.
    (2) Installation of Supplemental Type Certificate (STC) 
ST00830SE (http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/408E012E008616A7862578880060456C?OpenDocument&Highlight=st00830se) 
does not affect the ability to accomplish the actions required by 
this AD. Therefore, for airplanes on which STC ST00830SE is 
installed, a ``change in product'' alternative method of compliance 
(AMOC) approval request is not necessary to comply with the 
requirements of 14 CFR 39.17. For all other AMOC requests, the 
operator must request approval for an AMOC in accordance with the 
procedures specified in paragraph (l) of this AD.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by a report of cracks found in the skin at 
body station (STA) 540 just below stringer S-22L. We are issuing 
this AD to detect and correct fatigue cracking in the skin, which 
can result in rapid decompression of the cabin.

(f) Compliance

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

(g) Inspection and Corrective Action

    (1) Except as required by paragraphs (g)(2), (i)(2), and (i)(3) 
of this AD, at the applicable time specified in table 1 of paragraph 
1.E.

[[Page 59805]]

``Compliance,'' of Boeing Special Attention Service Bulletin 737-53-
1294, Revision 1, dated June 14, 2013: Do detailed and high 
frequency eddy current (HFEC) inspections of the skin for cracking 
in the area around the eight fasteners securing the STA 540 bulkhead 
chords between stringers S-22 and S-23, and do all applicable 
corrective actions, in accordance with Parts 1, 2, 3, 4, and 5 of 
the Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1294, Revision 1, dated June 14, 2013, except as 
required by paragraphs (i)(1) and (i)(4) of this AD. If no cracking 
is found, repeat the detailed and HFEC inspections at the intervals 
specified in table 1 of paragraph 1.E., ``Compliance,'' of Boeing 
Special Attention Service Bulletin 737-53-1294, Revision 1, dated 
June 14, 2013, except as required by paragraph (g)(2) of this AD, 
until the optional preventive modification specified in paragraph 
(h) of this AD is done. Do all applicable corrective actions before 
further flight.
    (2) For airplanes that have incorporated Boeing Business Jet 
Lower Cabin Altitude Supplemental Type Certificate (STC) ST01697SE 
(http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/0812969A86AF879B8625766400600105?OpenDocument&Highlight=st01697se) 
(6,500 feet maximum cabin altitude in lieu of 8,000 feet), the 
flight-cycle related compliance times are different from those 
specified in Boeing Special Attention Service Bulletin 737-53-1294, 
Revision 1, dated June 14, 2013. All initial compliance times 
specified in total flight cycles or flight cycles must be reduced to 
half of those specified in Boeing Special Attention Service Bulletin 
737-53-1294, Revision 1, dated June 14, 2013. All repetitive 
interval compliance times specified in flight cycles must be reduced 
to one-quarter of those specified in Boeing Special Attention 
Service Bulletin 737-53-1294, Revision 1, dated June 14, 2013.

(h) Optional Preventive Modification

    Accomplishing the preventive modification, including an HFEC 
inspection for cracking of the skin and STA 540 bulkhead chords, and 
all applicable repairs, in accordance with paragraph 3.B, Part 2 or 
Part 4 (left side), and Part 3 or Part 5 (right side), of the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 737-53-1294, Revision 1, dated June 14, 2013, terminates 
the inspection requirements of paragraph (g) of this AD for the side 
on which the modification is done, except as required by paragraphs 
(i)(1) and (i)(4) of this AD.

(i) Exceptions to Service Bulletin Specifications

    (1) If any cracking is found during any inspection required by 
this AD, and Boeing Special Attention Service Bulletin 737-53-1294, 
Revision 1, dated June 14, 2013, specifies to contact Boeing for 
appropriate action: Before further flight, repair using a method 
approved in accordance with the procedures specified in paragraph 
(l) of this AD.
    (2) Where Boeing Special Attention Service Bulletin 737-53-1294, 
Revision 1, dated June 14, 2013, specifies to do the action after 
the original issue date of that service bulletin, this AD requires 
the compliance time after the effective date of this AD.
    (3) Where the Condition column of table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Special Attention Service Bulletin 737-53-
1294, Revision 1, dated June 14, 2013, specifies a condition as of 
the original issue date of that service bulletin, this AD specifies 
the condition as of the effective date of this AD.
    (4) The access and restoration instructions identified in the 
Work Instructions of Boeing Special Attention Service Bulletin 737-
53-1294, Revision 1, dated June 14, 2013, are not required by this 
AD. Operators may perform those actions in accordance with approved 
maintenance procedures.

(j) Post-Repair Inspections

    The post-repair inspections, specified in table 2 of paragraph 
1.E., ``Compliance,'' of Boeing Special Attention Service Bulletin 
737-53-1294, Revision 1, dated June 14, 2013, are not required by 
this AD.

    Note 1 to paragraph (j) of this AD: The damage tolerance 
inspections specified in table 2 of paragraph 1.E., ``Compliance,'' 
of Boeing Special Attention Service Bulletin 737-53-1294, Revision 
1, dated June 14, 2013, may be used in support of compliance with 
Section 121.1109(c)(2) or 129.109(b)(2) of the Federal Aviation 
Regulations (14 CFR 121.1109(c)(2) or 14 CFR 129.109(b)(2)). The 
corresponding actions specified in the Accomplishment Instructions 
of Boeing Special Attention Service Bulletin 737-53-1294, Revision 
1, dated June 14, 2013, are not required by this AD.

(k) Credit for Previous Actions

    This paragraph provides credit for the actions required by 
paragraphs (g), (h), and (j) of this AD, if those actions were 
performed before the effective date of this AD using Boeing Special 
Attention Service Bulletin 737-53-1294, dated March 31, 2011, which 
is not incorporated by reference in this AD.

(l) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle 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, it 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 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.

(m) Related Information

    (1) For more information about this AD, contact Alan Pohl, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; 
phone: 425-917-6450; fax: 425-917-6590; email: alan.pohl@faa.gov.
    (2) Service information referenced in this AD that is not 
incorporated by reference in this AD may be obtained at the 
addresses identified in paragraphs (n)(3) and (n)(4) of this AD.

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Special Attention Service Bulletin 737-53-1294, 
Revision 1, dated June 14, 2013.
    (ii) Reserved.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P. O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
    (4) You may view this service information at 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/ibr-locations.html.

    Issued in Renton, Washington, on September 9, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-22676 Filed 9-27-13; 8:45 am]
BILLING CODE 4910-13-P


