[Federal Register Volume 79, Number 3 (Monday, January 6, 2014)]
[Rules and Regulations]
[Pages 536-540]
[FR Doc No: 2013-31312]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0540; Directorate Identifier 2012-NM-185-AD;
Amendment 39-17721; AD 2013-26-12]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding Airworthiness Directive (AD) 2009-14-02 for
certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR,
and 747SP series airplanes. AD 2009-14-02 required repetitive
inspections for wear damage and cracks of the fuselage skin in the
interface area of the vertical stabilizer seal and fuselage skin, a
detailed inspection for wear damage and cracks of the surface of any
skin repair doubler in the area, and corrective actions if necessary.
For airplanes on which the fuselage skin has been blended to remove
wear damage, AD 2009-14-02 also required repetitive external detailed
inspections or high frequency eddy current inspections for cracks of
the blended area of the fuselage skin, and corrective actions if
necessary. This new AD reduces the repetitive inspection interval,
changes certain corrective actions, and expands the applicability. This
AD was prompted by a report of wear through the fuselage skin that
occurred sooner than the previous repetitive inspection interval. We
are issuing this AD to detect and correct wear damage and cracks of the
fuselage skin in the interface area of the vertical stabilizer seal and
fuselage skin in sections 46 and 48, which could cause in-flight
depressurization of the airplane.

DATES: This AD is effective February 10, 2014.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of February 10,
2014.

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<PHONE_NUMBER>,
extension 1; fax<PHONE_NUMBER>; 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<PHONE_NUMBER>.

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-2013-
0540; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the regulatory evaluation, any comments received, and
other information. The address for the Docket Office (phone: 800-647-
5527) is Docket Management Facility, U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Bill Ashforth, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6432; fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2009-14-02, Amendment 39-15951 (74 FR 30919,
June 29, 2009). AD 2009-14-02 applied to the specified products. The
NPRM published in the Federal Register on July 3, 2013 (78 FR 40050).
The NPRM proposed to continue to require repetitive inspections for
wear damage and cracks of the fuselage skin in the interface area of
the vertical stabilizer seal and fuselage skin, a detailed inspection
for wear damage and cracks of the surface of any skin repair doubler in
the area, and corrective actions if necessary. For airplanes on which
the fuselage skin has been blended to remove wear damage, AD 2009-14-02
also required repetitive external detailed inspections or high
frequency eddy current inspections for cracks of the blended area of
the fuselage skin, and corrective actions if necessary. That NPRM also
proposed to reduce the repetitive inspection interval, change certain
corrective actions, and expand the applicability.

Comments

    We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(78 FR 40050, July 3, 2013) and the FAA's response to each comment.

Request To Modify Paragraph Title

    Boeing requested we revise the terminating action title of
paragraph (i) of the NPRM (78 FR 40050, July 3, 2013) by removing the
word ``Optional.'' Boeing stated that Boeing Alert Service Bulletin
747-53A2478, Revision 3, dated October 17, 2011, specifies that if any
crack is found or if wear damage is greater than the limit allowed, rub
strips must be installed in accordance with Boeing Service Bulletin
747-53-2721, Revision 2, dated March 17, 2011. Boeing commented that in
this case, the terminating action is not optional.

    We do not agree with the commenter's request. We agree that in
cases where any damage is found outside the limits allowed by Boeing
Alert Service Bulletin 747-53A2478, Revision 3, dated October 17, 2011,
rub strips are required to be installed as described in that service
bulletin.
    We disagree with removing the word ``optional'' in the title of
paragraph (i) of this final rule, because the current wording in
paragraphs (g) and (h) of this final rule requires the operators to do
all applicable corrective actions in accordance with, and at the
compliance times specified in, Boeing Alert Service Bulletin 747-
53A2478, Revision 3, dated October 17, 2011. This wording in paragraphs
(g) and (h) of this final rule requires installing rub strips as
described in Boeing Service Bulletin 747-53-2721, Revision 2, dated
March 17, 2011, before further flight if the damage is found to be
outside the limits permitted as described in the service repair manual
(SRM). Paragraph (i) of this final rule is provided to give the
operators the option to install the rub strips as described in Boeing
Service Bulletin 747-53-2721, Revision 2, dated March 17, 2011, at any
time. Doing the installation of the rub strips in accordance with
Boeing Service Bulletin 747-53-2721, Revision 2, dated March 17, 2011,
is a terminating action for the work given in Boeing Alert Service
Bulletin 747-53A2478, Revision 3, dated October 17, 2011, at the
locations of the rub strip installation only. We have not changed this
final rule in this regard.

Requests To Reference Revised Service Information and Add Credit for
Previous Actions

    Boeing and All Nippon Airways (ANA) requested we revise paragraphs
(i) and (j)(3) of the NPRM (78 FR 40050, July 3, 2013) to reference the
latest revision level of the referenced service information, which is
Boeing Service Bulletin 747-53-2721, Revision 3, dated June 25, 2013.
    Boeing requested we revise paragraph (k)(2) of the NPRM (78 FR
40050, July 3, 2013) to give credit for actions done prior to the
effective date of this AD using Boeing Service Bulletin 747-53-2721,
Revision 2, dated March 17, 2011.
    We agree with the commenters' requests. Boeing Service Bulletin
747-53-2721, Revision 3, dated June 25, 2013, clarifies the post-
modification and post-repair inspection requirements and transfers
post-repair inspection instructions from the SRM and repair assessment
guidelines to this service bulletin for airplanes that have the zone 1
full length repair installed. We have changed paragraphs (i) and (j)(3)
of this final rule to reference Boeing Service Bulletin 747-53-2721,
Revision 3, dated June 25, 2013.
    We also have added Boeing Service Bulletin 747-53-2721, Revision 2,
dated March 17, 2011, to paragraph (k) of this final rule to provide
credit for the actions specified in paragraph (i) of this final rule,
if the corresponding actions were performed before the effective date
of this final rule using this service bulletin. We revised paragraph
(k) by adding subparagraphs (k)(2)(i) through (iii).

Request To Withdraw the NPRM (78 FR 40050, July 3, 2013)

    Qantas Airways Limited (QAN) requested that we allow it to continue
with the inspection program mandated in AD 2009-14-02, Amendment 39-
15951 (74 FR 30919, June 29, 2009), as an alternative method of
compliance (AMOC) to the actions specified in the NPRM (78 FR 40050,
July 3, 2013). The FAA interprets this as a request to withdraw the
NPRM and not supersede AD 2009-14-02. QAN commented that it understands
the FAA's concern over the report of wear damage at earlier times than
the AD 2009-14-02 inspection mandates. QAN stated that its fleet
utilization and related extensive service experience with robust data
collection on repetitive inspection results since the AD 2009-14-02
compliance period commenced support the adequacy of the repetitive
inspection interval of 7,500 flight hours in AD 2009-14-02. QAN also
stated that minor wear damage in its fleet remains under SRM-allowable
rework limits.
    We do not agree with the commenter's request. The service and
analytical data from the airplane manufacturer do not support the
request to keep the current mandated repetitive inspection thresholds
required by AD 2009-14-02, Amendment 39-15951 (74 FR 30919, June 29,
2009). An operator has reported wear through the fuselage skin between
body station (STA) 2598 and STA 2638, stringers S-2L to S-3L. The wear
developed in less than 3,657 flight hours since the previous
inspection, which was less than the repetitive inspection interval
given in Boeing Alert Service Bulletin 747-53A2478, Revision 2, dated
July 15, 2010. The wear occurred through both the Teflon-filled coating
and the full thickness of the 0.050-inch-thick skin to create a hole
approximately 16 inches in length.
    In developing the compliance times for this final rule, we
considered not only the safety implications of the identified unsafe
condition, but the average utilization rate of the affected fleet and
the practical aspects of an orderly inspection, repair, and
modification of the fleet during regular maintenance periods. We have
considered the commenter's request, and we have concluded that the
proposed repetitive compliance times remain appropriate. However, under
the provisions of paragraph (l) of this AD, we may consider requests
for approval of an AMOC if sufficient data are submitted to
substantiate that an alternative inspection plan would provide an
acceptable level of safety. We have not changed this final rule in this
regard.

Request for Clarification of Compliance Time

    QAN requested clarification on the rate of wear damage and the
compliance times specified in the NPRM (78 FR 40050, July 3, 2013). QAN
noted that on the airplanes that have not started the inspections
described in Boeing Alert Service Bulletin 747-53A2478, Revision 2,
dated July 15, 2010, the compliance time for the initial inspection is
20,000 total flight hours. QAN also noted that, on the airplanes that
have started the inspections described in Boeing Alert Service Bulletin
747-53A2478, Revision 2, dated July 15, 2010, the initial inspection
compliance time is reduced to 2,000 or 3,000 flight hours, depending on
the condition. QAN stated that, based on the inspection program in AD
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), it
understands that the rate at which the wear damage develops is a
primary concern to the FAA.
    We agree to clarify. We agree with QAN that the AD 2009-14-02,
Amendment 39-15951 (74 FR 30919, June 29, 2009), inspection program
rate at which the wear damage developed is a primary concern because at
least one operator has reported wear through the fuselage skin in less
than 3,657 flight hours after a mandatory inspection, but before the
specified repetitive inspection interval of 7,500 flight hours or 6,000
flight hours. However, we do not agree with the commenter that the
20,000-total-flight-hour threshold is reduced. Rather, the initial
inspection threshold of 2,000 flight hours is not a reduced threshold
as the commenter implied, but is instead a required time by which
additional inspections must resume if any inspection has already been
accomplished. With the service and analytical data from the airplane
manufacturer, a new repetitive inspection program is required, as
specified in Boeing Alert Service Bulletin 747-53A2478, Revision 3,
dated October 17, 2011. The compliance

time depends on when operators have previously inspected their
airplanes and the condition of the fuselage skin.
    We disagree with QAN that AD 2009-14-02, Amendment 39-15951 (74 FR
30919, June 29, 2009), has an adequate mandated repetitive interval
because service history has shown defects reported before the AD 2009-
14-02 mandatory repetitive inspection interval. We have not changed
this final rule in this regard.

Additional Change to This AD

    We have revised the Exceptions to Service Information, paragraph
(j)(3) of this final rule, to include Boeing Alert Service Bulletin
747-53A2478, Revision 3, dated October 17, 2011.

Conclusion

    We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM (78 FR 40050, July 3, 2013) for correcting the unsafe condition;
and
     Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 40050, July 3, 2013).
    We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Costs of Compliance

    We estimate that this AD affects 917 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated costs
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                                                                                Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
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Inspection [actions retained from  12 work-hours x $85              $0  $1,020.............  $935,340.
 AD 2009-14-02, Amendment 39-       per hour = $1,020.
 15951 (74 FR 30919, June 29,
 2009)].
Inspection and application of BMS  8 work-hours x $85               $0  $680 per inspection  $623,560 per
 10-86 Teflon-filled coating        per hour = $680                      cycle.               inspection cycles.
 [actions retained from AD 2009-    per inspection
 14-02, Amendment 39-15951 (74 FR   cycle.
 30919, June 29, 2009)].
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    We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this AD.
    According to the manufacturer, some of the costs of this AD may be
covered under warranty, thereby reducing the cost impact on affected
individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.

Authority for This Rulemaking

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

Regulatory Findings

    We have determined that 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 removing Airworthiness Directive (AD)
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), and adding
the following new AD:

2013-26-12 The Boeing Company: Amendment 39-17721; Docket No. FAA-
2013-0540; Directorate Identifier 2012-NM-185-AD.

(a) Effective Date

    This AD is effective February 10, 2014.

(b) Affected ADs

    This AD supersedes AD 2009-14-02, Amendment 39-15951 (74 FR
30919, June 29, 2009).

(c) Applicability

    This AD applies to all The Boeing Company Model 747-100, 747-
100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400,
747-400D, 747-400F, 747SR, and 747SP series airplanes, certificated
in any category.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted by a report of wear through the fuselage
skin that occurred sooner than the previous repetitive inspection
interval. We are issuing this AD

to detect and correct wear damage and cracks of the fuselage skin in
the interface area of the vertical stabilizer seal and fuselage skin
in sections 46 and 48, which could cause in-flight depressurization
of the airplane.

(f) Compliance

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

(g) Repetitive Detailed Inspection

    At the applicable compliance time specified in paragraph 1.E.,
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478,
Revision 3, dated October 17, 2011, except as specified in paragraph
(j)(1) of this AD: Do a detailed inspection of the fuselage skin and
any skin repair doubler surface for wear damage and cracking at the
vertical stabilizer seal interface, apply Boeing Material
Specifications (BMS) 10-86 Teflon-filled coating, and do all
applicable corrective actions, except as specified in paragraph
(j)(2) of this AD, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2478, Revision
3, dated October 17, 2011. Do all applicable corrective actions at
the applicable compliance time specified in paragraph 1.E.,
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478,
Revision 3, dated October 17, 2011. Repeat the detailed inspection
thereafter at intervals not to exceed the applicable repetitive
interval specified in paragraph 1.E., ''Compliance,'' of Boeing
Alert Service Bulletin 747-53A2478, Revision 3, dated October 17,
2011, except as specified in paragraph (j)(2) of this AD. The
effective date of AD 2009-14-02, Amendment 39-15951 (74 FR 30919,
June 29, 2009), is August 3, 2009. Doing the installation of the rub
strips in accordance with Boeing Service Bulletin 747-53-2721,
Revision 2, dated March 17, 2011, is a terminating action for the
work given in Boeing Alert Service Bulletin 747-53A2478, Revision 3,
dated October 17, 2011, at the locations of the rub strip
installation only.

(h) Repetitive High Frequency Eddy Current (HFEC) Inspections

    For airplanes on which the skin is blended forward of station
2360 without external reinforcement: At the applicable compliance
time specified in Table 4 in paragraph 1.E., ''Compliance,'' of
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October
17, 2011, do an external surface HFEC inspection of the blended area
of the fuselage skin and the surface of any repair doubler for
cracks, apply BMS 10-86 Teflon-filled coating, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2478, Revision
3, dated October 17, 2011. Do all applicable corrective actions at
the applicable compliance time specified in paragraph 1.E.,
''Compliance,'' of Boeing Alert Service Bulletin 747-53A2478,
Revision 3, dated October 17, 2011. Repeat the HFEC inspection
thereafter at intervals not to exceed the compliance time specified
in paragraph 1.E., ''Compliance,'' of Boeing Alert Service Bulletin
747-53A2478, Revision 3, dated October 17, 2011. The effective date
of AD 2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009) is
August 3, 2009. Doing the installation of the rub strips in
accordance with Boeing Service Bulletin 747-53-2721, Revision 2,
dated March 17, 2011, is a terminating action for the work given in
Boeing Alert Service Bulletin 747-53A2478, Revision 3, dated October
17, 2011, at the locations of the rub strip installation only.

(i) Optional Terminating Action

    Installation of corrosion resistant steel (CRES) rub strips in
accordance with Boeing Service Bulletin 747-53-2721, Revision 3,
dated June 25, 2013, except as specified in paragraph (j)(3) of this
AD, is terminating action for the inspections specified in
paragraphs (g) and (h) of this AD at the locations of the CRES rub
strip installations only.

(j) Exceptions to Service Information

    (1) Where Boeing Alert Service Bulletin 747-53A2478, Revision 3,
dated October 17, 2011, specifies a compliance time after the
``Revision 3 date of this service bulletin,'' this AD requires
compliance within the specified compliance time after the effective
date of this AD.
    (2) Part 3 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2478, Revision 3, dated October 17, 2011, is
not a requirement of this AD.
    (3) Where Boeing Service Bulletin 747-53-2721, Revision 3, dated
June 25, 2013, and Boeing Alert Service Bulletin 747-53A2478,
Revision 3, dated October 17, 2011, specify to contact Boeing for a
modification or for instructions: Before further flight, contact the
FAA for instructions using a method approved in accordance with the
procedures specified in paragraph (l) of this AD, and accomplish
those instructions.

(k) Credit for Previous Actions

    (1) This paragraph provides credit for the actions specified in
paragraph (g) of this AD, if the corresponding actions were
performed before the effective date of this AD using Boeing Alert
Service Bulletin 747-53A2478, Revision 1, dated March 27, 2008; or
Boeing Service Bulletin 747-53A2478, Revision 2, dated July 15,
2010. This service information is not incorporated by reference in
this AD.
    (2) This paragraph provides credit for the actions specified in
paragraph (i) of this AD, if the corresponding actions were
performed before the effective date of this AD using the service
bulletins specified in paragraph (k)(2)(i), (k)(2)(ii), or
(k)(2)(iii) of this AD.
    (i) Boeing Service Bulletin 747-53-2721, dated May 28, 2009,
which is not incorporated by reference in this AD.
    (ii) Boeing Service Bulletin 747-53-2721, Revision 1, dated June
24, 2010, which is not incorporated by reference in this AD.
    (iii) Boeing Service Bulletin 747-53-2721, Revision 2, dated
March 17, 2011, which is not incorporated by reference in this AD.

(l) 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 (m)(1) of this AD.
Information may be emailed to<EMAIL_ADDRESS>    (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 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) Installation of CRES rub strips approved as AMOCs for AD
2009-14-02, Amendment 39-15951 (74 FR 30919, June 29, 2009), are
approved as AMOCs for this AD.

(m) Related Information

    (1) For more information about this AD, contact Bill Ashforth,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone:<PHONE_NUMBER>; fax:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>    (2) Service information identified in this AD that is not
incorporated by reference may be obtained at the addresses specified
in paragraph (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 Alert Service Bulletin 747-53A2478, Revision 3, dated
October 17, 2011.
    (ii) Boeing Service Bulletin 747-53-2721, Revision 3, dated June
25, 2013.
    (3) For Boeing 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<PHONE_NUMBER>, extension 1; fax<PHONE_NUMBER>; 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<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on December 20, 2013.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-31312 Filed 1-3-14; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 83, Number 188 (Thursday, September 27, 2018)]
[Notices]
[Page 48854]
[FR Doc No: 2018-21023]

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DEPARTMENT OF HOMELAND SECURITY

Federal Emergency Management Agency

[Internal Agency Docket No. FEMA-4392-DR; Docket ID FEMA-2018-0001]

Iowa; Major Disaster and Related Determinations

AGENCY: Federal Emergency Management Agency, DHS.

ACTION: Notice.

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SUMMARY: This is a notice of the Presidential declaration of a major
disaster for the State of Iowa (FEMA-4392-DR), dated September 12,
2018, and related determinations.

DATES: The declaration was issued September 12, 2018.

FOR FURTHER INFORMATION CONTACT: Dean Webster, Office of Response and
Recovery, Federal Emergency Management Agency, 500 C Street SW,
Washington, DC 20472,<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION: Notice is hereby given that, in a letter
dated September 12, 2018, the President issued a major disaster
declaration under the authority of the Robert T. Stafford Disaster
Relief and Emergency Assistance Act, 42 U.S.C. 5121 et seq. (the
``Stafford Act''), as follows:

    I have determined that the damage in certain areas of the State
of Iowa resulting from severe storms and tornadoes on July 19, 2018,
is of sufficient severity and magnitude to warrant a major disaster
declaration under the Robert T. Stafford Disaster Relief and
Emergency Assistance Act, 42 U.S.C. 5121 et seq. (the ``Stafford
Act''). Therefore, I declare that such a major disaster exists in
the State of Iowa.
    In order to provide Federal assistance, you are hereby
authorized to allocate from funds available for these purposes such
amounts as you find necessary for Federal disaster assistance and
administrative expenses.
    You are authorized to provide Public Assistance in the
designated areas and Hazard Mitigation throughout the State.
Consistent with the requirement that Federal assistance be
supplemental, any Federal funds provided under the Stafford Act for
Hazard Mitigation will be limited to 75 percent of the total
eligible costs. Federal funds provided under the Stafford Act for
Public Assistance also will be limited to 75 percent of the total
eligible costs, with the exception of projects that meet the
eligibility criteria for a higher Federal cost-sharing percentage
under the Public Assistance Alternative Procedures Pilot Program for
Debris Removal implemented pursuant to section 428 of the Stafford
Act.
    Further, you are authorized to make changes to this declaration
for the approved assistance to the extent allowable under the
Stafford Act.

    The Federal Emergency Management Agency (FEMA) hereby gives notice
that pursuant to the authority vested in the Administrator, under
Executive Order 12148, as amended, Timothy J. Scranton, of FEMA is
appointed to act as the Federal Coordinating Officer for this major
disaster.
    The following areas of the State of Iowa have been designated as
adversely affected by this major disaster:

    Lee, Marion, Marshall, and Van Buren Counties for Public
Assistance.
    All areas within the State of Iowa are eligible for assistance
under the Hazard Mitigation Grant Program.

    The following Catalog of Federal Domestic Assistance Numbers
(CFDA) are to be used for reporting and drawing funds: 97.030,
Community Disaster Loans; 97.031, Cora Brown Fund; 97.032, Crisis
Counseling; 97.033, Disaster Legal Services; 97.034, Disaster
Unemployment Assistance (DUA); 97.046, Fire Management Assistance
Grant; 97.048, Disaster Housing Assistance to Individuals and
Households In Presidentially Declared Disaster Areas; 97.049,
Presidentially Declared Disaster Assistance--Disaster Housing
Operations for Individuals and Households; 97.050, Presidentially
Declared Disaster Assistance to Individuals and Households--Other
Needs; 97.036, Disaster Grants--Public Assistance (Presidentially
Declared Disasters); 97.039, Hazard Mitigation Grant.

Brock Long,
Administrator, Federal Emergency Management Agency.
[FR Doc. 2018-21023 Filed 9-26-18; 8:45 am]
 BILLING CODE 9111-11-P


[Federal Register Volume 81, Number 12 (Wednesday, January 20, 2016)]
[Notices]
[Pages 3217-3218]
[FR Doc No: 2016-00903]

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SECURITIES AND EXCHANGE COMMISSION

[Release No. 34-76893; File No. SR-ISE-2015-30]

Self-Regulatory Organizations; International Securities Exchange,
LLC; Notice of Designation of Longer Period for Commission Action on
Proposed Rule Change To Amend Rule 804(g)

January 13, 2016.
    On November 10, 2015, International Securities Exchange, LLC
(``Exchange'') filed with the Securities and Exchange Commission
(``Commission''), pursuant to section 19(b)(1) of the Securities
Exchange Act of 1934 (``Act'') \1\ and Rule 19b-4 thereunder,\2\ a
proposed rule change to require clearing member approval before a
market maker could resume trading after the activation of a market-wide
speed bump under Exchange Rule 804(g). The proposed rule change was
published for comment in the Federal Register on November 30, 2015.\3\
The Commission has received no comment letters on the proposal.
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    \1\ 15 U.S.C. 78s(b)(1).
    \2\ 17 CFR 240.19b-4.
    \3\ See Securities Exchange Act Release No. 76506 (November 23,
2015), 80 FR 74829.
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    Section 19(b)(2) of the Act \4\ provides that within 45 days of the
publication of notice of the filing of a proposed rule change, or
within such longer period up to 90 days as the Commission may designate
if it finds such longer period to be appropriate and publishes its
reasons for so finding or as to which the self-regulatory organization
consents, the Commission shall either approve the proposed rule change,
disapprove the proposed rule change, or institute proceedings to
determine whether these proposed rule changes should be disapproved.
The 45th day for this filing is January 14, 2016.
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    \4\ 15 U.S.C. 78s(b)(2).
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    The Commission is extending the 45-day time period for Commission
action on the proposed rule change. The Commission finds that it is
appropriate to designate a longer period within which to take action on
the proposed rule change so that it has sufficient time to consider and
take action on the Exchange's proposed rule change.
    Accordingly, pursuant to section 19(b)(2)(A)(ii)(I) of the Act \5\
and for the reasons stated above, the Commission designates February
28, 2016 as the date by which the Commission should either approve or
disapprove, or institute proceedings to determine whether to

disapprove, the proposed rule change (File No. SR-ISE-2015-30).
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    \5\ 15 U.S.C. 78s(b)(2)(A)(ii)(I).
    \6\ 17 CFR 200.30-3(a)(31).

    For the Commission, by the Division of Trading and Markets,
pursuant to delegated authority.\6\
Robert W. Errett,
Deputy Secretary.
[FR Doc. 2016-00903 Filed 1-19-16; 8:45 am]
BILLING CODE 8011-01-P