
[Federal Register Volume 80, Number 196 (Friday, October 9, 2015)]
[Proposed Rules]
[Pages 61133-61137]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-25709]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-3984; Directorate Identifier 2015-NM-033-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) 2008-13-
12 R1, which applies to certain The Boeing Company Model 737-100, -200, 
-200C, -300, -400, and -500 series airplanes. AD 2008-13-12 R1 
currently requires various repetitive inspections for cracking of the 
upper frame to side frame splice of the fuselage, and other specified 
and corrective actions if necessary; and also provides for an optional 
preventive modification, which terminates the repetitive inspections. 
Since we issued AD 2008-13-12 R1, we have received reports of 
additional fatigue cracking of the upper frame to side frame splice of 
the fuselage, and two reports of severed frames. This proposed AD would 
add, for certain airplanes, an inspection to determine if the existing 
frame repair meets all specified requirements; for certain other 
airplanes, a new modification of the upper frame to side frame splice, 
which would terminate the repetitive inspections; and reduce certain 
inspection thresholds and repetitive intervals. We are proposing this 
AD to detect and correct fatigue cracking of the upper frame to side 
frame splice of the fuselage, which could result in reduced structural 
integrity of the frame and adjacent lap joint, causing increased 
loading in the fuselage skin, which will accelerate skin crack growth 
and result in decompression of the airplane.

DATES: We must receive comments on this proposed AD by November 23, 
2015.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
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, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, WA. For information on the availability of this material at the 
FAA, call 425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-
3984.

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-2015-
3984; 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: Wayne Lockett, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6447; fax: 
425-917-6590; email: wayne.lockett@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-2015-3984; 
Directorate Identifier

[[Page 61134]]

2015-NM-033-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

    On June 12, 2008, we issued AD 2008-13-12, Amendment 39-15575 (73 
FR 38905, July 8, 2008), which was revised by AD 2008-13-12 R1, 
Amendment 39-15719 (73 FR 67383, November 14, 2008), for certain The 
Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series 
airplanes. AD 2008-13-12 R1 requires various repetitive inspections for 
cracking of the upper frame to side frame splice of the fuselage, and 
other specified and corrective actions if necessary. AD 2008-13-12 R1 
also provides for an optional preventive modification, which terminates 
the repetitive inspections. AD 2008-13-12 R1 resulted from a report 
that the upper frame of the fuselage was severed between stringers S-
13L and S-14L at station 747, and the adjacent frame at station 767 had 
a 1.3-inch-long crack at the same stringer location. We issued AD 2008-
13-12 R1 to detect and correct fatigue cracking of the upper frame to 
side frame splice of the fuselage, which could result in reduced 
structural integrity of the frame and adjacent lap joint. This reduced 
structural integrity can increase loading in the fuselage skin, which 
will accelerate skin crack growth and result in decompression of the 
airplane.

Widespread Fatigue Damage (WFD)

    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 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 holder (DAHs) establish a limit of validity (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.

Actions Since AD 2008-13-12 R1, Amendment 39-15719 (73 FR 67383, 
November 14, 2008) Was Issued

    Since AD 2008-13-12 R1, Amendment 39-15719 (73 FR 67383, November 
14, 2008) was issued, we have received reports of additional fatigue 
cracking of the upper frame to side frame splice of the fuselage, and 
two reports of severed frames.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015. The service information describes procedures 
for various repetitive inspections for cracking of the upper frame to 
side frame splice of the fuselage, an inspection to determine if the 
existing frame repair meets all specified requirements, and corrective 
actions if necessary. The service information also describes procedures 
for a new preventive modification, which would eliminate the need for 
the repetitive inspections. This service information is reasonably 
available because the interested parties have access to it through 
their normal course of business or by the means identified in the 
ADDRESSES section of this NPRM.

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

    Although this proposed AD does not explicitly restate the 
requirements of AD 2008-13-12, Amendment 39-15575 (73 FR 38905, July 8, 
2008), revised by AD 2008-13-12 R1, Amendment 39-15719 (73 FR 67383, 
November 14, 2008), this proposed AD would retain all of the 
requirements of those ADs. Those requirements are referenced in the 
service information identified previously, which, in turn, is 
referenced in paragraph (g) of this proposed AD. This proposed AD would 
require accomplishing the actions specified in the service information 
described previously. Refer to this service information for information 
on the procedures and compliance times.

Explanation of Proposed 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

[[Page 61135]]

WFD without extensive new data that would substantiate and clearly 
warrant such an extension.

Costs of Compliance

    We estimate that this proposed AD affects 391 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                     Labor cost          Parts cost     Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Retained inspections from AD     Between 18 and 38 work-              $0  Between $1,530 and  Between $598,230
 2008-13-12, Amendment 39-15575   hours x $85 per hour,                    $3,230 per          and $1,262,930
 (73 FR 38905, July 8, 2008).     depending on airplane                    inspection cycle.   per inspection
                                  configuration =                                              cycle.
                                  between $1,530 and
                                  $3,230 per inspection
                                  cycle.
New inspections................  213 work-hours x $85                  0  $18,105 per         $7,079,055 per
                                  per hour, $18,105 per                    inspection cycle.   inspection cycle.
                                  inspection cycle.
New modification...............  256 work-hours x $85     ..............  $21,760...........  $8,508,160.
                                  per hour = $21,760.
----------------------------------------------------------------------------------------------------------------

    We currently have no specific cost estimates associated with the 
parts necessary for the proposed modification.
    We have received no definitive data that would enable us to provide 
a cost estimate for the on-condition actions specified in this proposed 
AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    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. The FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
2008-13-12 R1, Amendment 39-15719 (73 FR 67383, November 14, 2008), and 
adding the following new AD:

The Boeing Company: Docket No. FAA-2015-3984; Directorate Identifier 
2015-NM-033-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by November 23, 
2015.

(b) Affected ADs

    This AD replaces AD 2008-13-12 R1, Amendment 39-15719 (73 FR 
67383, November 14, 2008).

(c) Applicability

    This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certificated in any 
category, as identified in Boeing Alert Service Bulletin 737-
53A1261, Revision 1, dated January 30, 2015.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted by reports of fatigue cracking of the upper 
frame to side frame splice of the fuselage, and two reports of 
severed frames. We are issuing this AD to detect and correct fatigue 
cracking of the upper frame to side frame splice of the fuselage, 
which could result in reduced structural integrity of the frame and 
adjacent lap joint, causing increased loading in the fuselage skin, 
which will accelerate skin crack growth and result in decompression 
of the airplane.

(f) Compliance

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

(g) Repetitive Inspections and Corrective Actions for Certain Airplanes

    (1) For Groups 1 through 3, Configurations 1, 3, 4, and 5 
airplanes; Group 7, Configurations 1, 3, 4, and 5 airplanes; Groups 
4 through 6, Configurations 1, 3, 4, and 6 airplanes; and Groups 8 
through 11, Configurations 1, 3, 4, and 6 airplanes; as identified 
in Boeing Alert Service Bulletin 737-53A1261, Revision 1, dated 
January 30, 2015: Do the actions specified in paragraphs (g)(1)(i) 
and (g)(1)(ii) of this AD, and all applicable corrective actions, in 
accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 737-53A1261, Revision 1, dated January 30, 2015, 
except as required by paragraph (i)(3) of this AD. Do all applicable 
corrective actions before further flight.
    (i) At the applicable time specified in Tables 1, 2, 3, 5, 6, 
and 8 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 737-53A1261, Revision 1, dated January 30, 2015, except as 
required by paragraphs (i)(1) and (i)(2) of this AD: Do medium 
frequency eddy current inspections for cracking of the upper frame 
to side frame splice of the fuselage.
    (ii) Repeat the inspections specified in paragraph (g)(1)(i) of 
this AD at the applicable time specified in Tables 1, 2, 3, 5, 6, 
and 8 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 737-53A1261, Revision 1, dated January 30, 2015.

[[Page 61136]]

    (2) For Groups 4 through 6, Configurations 2 and 5 airplanes; 
and Groups 8 through 11, Configurations 2 and 5 airplanes; as 
identified in Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015: Do the actions specified in paragraphs 
(g)(2)(i) and (g)(2)(ii) of this AD, and all applicable corrective 
actions, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 737-53A1261, Revision 1, dated January 
30, 2015, except as required by paragraph (i)(3) of this AD. Do all 
applicable corrective actions before further flight.
    (i) At the applicable time specified in Tables 4 and 7 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-53A1261, Revision 1, dated January 30, 2015, except as required 
by paragraphs (i)(1) and (i)(2) of this AD: Do a detailed inspection 
to determine if the existing frame repair meets all requirements 
specified in Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015, and for any frame that does meet all 
requirements, do detailed and high frequency eddy current (HFEC) 
inspections for cracking of certain tied frames.
    (ii) Repeat the inspections for cracking specified in paragraph 
(g)(2)(i) of this AD at the applicable time specified in Tables 4 
and 7 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 737-53A1261, Revision 1, dated January 30, 2015.

(h) Post-Repair and Post-Modification Actions for Certain Airplanes

    For Group 1, Configurations 2 and 6 airplanes; Group 2, 
Configurations 2 and 6 airplanes; Group 3, Configurations 2 and 6 
airplanes; and Group 7, Configurations 2 and 6 airplanes; as 
identified in Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015: Within 120 days after the effective date of 
this AD, do post-repair and post-modification actions using a method 
approved in accordance with the procedures specified in paragraph 
(n) of this AD.

(i) Exceptions to Service Bulletin Specifications

    (1) Where Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015, specifies a compliance time ``after the 
Revision 1 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.
    (2) Where the Condition column of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1261, 
Revision 1, dated January 30, 2015, specifies a condition based on 
whether an airplane has or has not been inspected, this AD bases the 
condition on whether an airplane has or has not been inspected as of 
the effective date of this AD.
    (3) Where Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015, specifies to contact Boeing for repair 
instructions: Before further flight, repair using a method approved 
in accordance with the procedures specified in paragraph (n) of this 
AD.

(j) Post-Repair/Post-Modification Inspections Not Required

    The post-repair/post-modification inspections specified in 
Tables 12 through 17 of paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service Bulletin 737-53A1261, Revision 1, dated January 30, 
2015, are not required by this AD, but may be used in support of 
compliance with section 121.1109(c)(2) or 129.109(c)(2) of the 
Federal Aviation Regulations (14 CFR 121.1109(c)(2) or 14 CFR 
129.109(c)(2)).

(k) Preventative Modification for Certain Airplanes

    For Groups 4 through 6, Configurations 1, 3, 4, and 6 airplanes; 
and Groups 8 through 11, Configurations 1, 3, 4, and 6 airplanes; as 
identified in Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015: Except as provided by paragraphs (i)(1) and 
(i)(2) of this AD, at the applicable time specified in Tables 3, 5, 
6, and 8 in paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 737-53A1261, Revision 1, dated January 30, 2015, do the 
preventive modification, including doing detailed and HFEC 
inspections for cracking and applicable corrective actions in 
accordance with Part 4 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 737-53A1261, Revision 1, dated January 30, 
2015, except as required by paragraph (i)(3) of this AD. Do all 
applicable corrective actions before further flight. Accomplishing 
the modification required by this paragraph terminates the 
inspections required by paragraph (g)(1) of this AD for the modified 
area only.

(l) Terminating Action

    (1) For Groups 4 through 6, Configurations 1, 3, 4, and 6 
airplanes; and Groups 8 through 11, Configurations 1, 3, 4, and 6 
airplanes; as identified in Boeing Alert Service Bulletin 737-
53A1261, Revision 1, dated January 30, 2015: Accomplishing the 
preventive modification, including detailed and HFEC inspections for 
cracking and applicable corrective actions, in accordance with Part 
4 of the Accomplishment Instructions of Boeing Alert Service 
Bulletin 737-53A1261, Revision 1, dated January 30, 2015, except as 
required by paragraph (i)(3) of this AD, terminates the inspections 
required by paragraph (g)(1) of this AD for the modified area only.
    (2) For Groups 4 through 6, Configurations 3 and 6 airplanes; 
and Groups 8 through 11, Configurations 3 and 6 airplanes; as 
identified in Boeing Alert Service Bulletin 737-53A1261, Revision 1, 
dated January 30, 2015: Accomplishing the repair, including HFEC 
inspections for cracking and applicable corrective actions, in 
accordance with Part 3 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 737-53A1261, Revision 1, dated January 30, 
2015, except as required by paragraph (i)(3) of this AD, terminates 
the repetitive inspections required by paragraph (g)(1) of this AD 
for the repaired area only.
    (3) Accomplishment of the repair or the preventative 
modification specified in Boeing Message M-7200-02-1294, dated 
August 20, 2002, before the effective date of this AD terminates the 
repetitive inspections required by paragraph (g)(1) of this AD for 
the repaired or modified area only.
    (4) Accomplishment of the repair or the preventative 
modification in accordance with a method approved by the Manager, 
Los Angeles Aircraft Certification Office (ACO) terminates the 
repetitive inspections required by paragraph (g)(1) of this AD for 
the repaired or modified area only.

(m) Credit for Previous Actions

    (1) This paragraph provides credit for the inspections required 
by paragraph (g) of this AD, if those inspections were performed 
before the effective date of this AD using Boeing Alert Service 
Bulletin 737-53A1261, dated January 19, 2006, which was incorporated 
by reference in AD 2008-13-12, Amendment 39-15575 (73 FR 38905, July 
8, 2008).
    (2) This paragraph provides credit for the modification 
specified in paragraphs (k) and (l)(1) of this AD, if performed 
before the effective date of this AD using Boeing Alert Service 
Bulletin 737-53A1261, dated January 19, 2006, which was incorporated 
by reference in AD 2008-13-12, Amendment 39-15575 (73 FR 38905, July 
8, 2008).

(n) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Los Angeles 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 (o)(1) of this AD. Information may be 
emailed to: 9-ANM-LAACO-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, Los Angeles 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 2008-13-12, Amendment 39-15575 (73 FR 
38905, July 8, 2008); and AD 2008-13-12 R1, Amendment 39-15719 (73 
FR 67383, November 14, 2008); are approved as AMOCs for the 
corresponding provisions of paragraph (g) of this AD.

(o) Related Information

    (1) For more information about this AD, contact Wayne Lockett, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; 
phone: 425-917-6447; fax: 425-917-6590; email: 
wayne.lockett@faa.gov.
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services

[[Page 61137]]

Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; 
telephone 206-544-5000, extension 1; fax 206-766-5680; Internet 
https://www.myboeingfleet.com. You may view this referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, Washington. For information on the availability 
of this material at the FAA, call 425-227-1221.

    Issued in Renton, Washington, on September 29, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-25709 Filed 10-8-15; 8:45 am]
 BILLING CODE 4910-13-P


