[Federal Register Volume 80, Number 15 (Friday, January 23, 2015)]
[Proposed Rules]
[Pages 3506-3510]
[FR Doc No: 2015-00955]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-1052; Directorate Identifier 2014-NM-140-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) 2004-13-
02, which applies to certain The Boeing Company Model 747-100, -200B,
and -200F series airplanes. AD 2004-13-02 currently requires initial
and repetitive inspections to find discrepancies in the upper and lower
skins of the fuselage lap joints, and repair if necessary. Since we
issued AD 2004-13-02, an evaluation by the design approval holder (DAH)
indicates that the longitudinal lap joints are subject to widespread
fatigue damage (WFD), and that a structural modification at the lap
joint, and post-modification repetitive inspections of the skin,
existing internal doubler, or splice strap for cracks, and corrective
actions if necessary, are required to reach the limit of validity
(LOV). This proposed AD would add post-repair inspections for cracking
and corrosion, and repair if necessary; structural modification at the
lap joints; and post-modification inspections for cracking and
corrosion, and repair if necessary. We are proposing this AD to detect
and correct fatigue cracking in the upper and lower skins of the
fuselage lap joints, which could result in sudden fracture and failure
of a lap joint and rapid in-flight decompression of the airplane
fuselage.

DATES: We must receive comments on this proposed AD by March 9, 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:<PHONE_NUMBER>.
     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<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-2014-
1052; 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:<PHONE_NUMBER>) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.

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:

Comments Invited

    We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-1052;
Directorate Identifier 2014-NM-140-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

    Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural

element such as a single rivet line of a lap splice joining two large
skin panels. Global damage can also occur in multiple elements such as
adjacent frames or stringers. Multiple-site-damage and multiple-
element-damage cracks are typically too small initially to be reliably
detected with normal inspection methods. Without intervention, these
cracks will grow, and eventually compromise the structural integrity of
the airplane, in a condition known as widespread fatigue damage (WFD).
As an airplane ages, WFD will likely occur, and will certainly occur if
the airplane is operated long enough without any intervention.
    The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a LOV of the engineering data that support the structural
maintenance program. Operators affected by the WFD rule may not fly an
airplane beyond its LOV, unless an extended LOV is approved.
    The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
    In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
    On June 9, 2004, we issued AD 2004-13-02, Amendment 39-13682 (69 FR
35237, June 24, 2004), for certain The Boeing Company Model 747-100, -
200B, and -200F series airplanes. AD 2004-13-02 requires initial and
repetitive inspections to find discrepancies in the upper and lower
skins of the fuselage lap joints, and repair if necessary. AD 2004-13-
02 resulted from reports of damage (corrosion and fatigue cracking) to
certain lap joints on Model 737 series airplanes. These discrepancies
have been attributed to the manufacturing process, which includes use
of a cold-bonded adhesive in the lap joint configuration.
    The subject area on certain Model 747-100, -200B, and -200F series
airplanes is manufactured using a process similar to that used on the
affected Model 737 series airplanes. Therefore, those Model 747-100, -
200B, and -200F series airplanes may be subject to the same unsafe
condition revealed on the Model 737 series airplanes. We issued AD
2004-13-02 to detect and correct discrepancies in the upper and lower
skins of the fuselage lap joints, which could result in sudden fracture
and failure of a lap joint and rapid in-flight decompression of the
airplane fuselage.

Actions Since AD 2004-13-02, Amendment 39-13682 (69 FR 35237, June 24,
2004), Was Issued

    Since we issued AD 2004-13-02, Amendment 39-13682 (69 FR 35237,
June 24, 2004), an evaluation by the DAH indicates that the
longitudinal lap joints are subject to WFD, and that a structural
modification at the lap joint and post-modification repetitive
inspections of the skin, existing internal doubler, or splice strap for
cracks, and corrective actions if necessary, are required to reach the
LOV.

Related Service Information

    We reviewed Boeing Alert Service Bulletin 747-53A2463, Revision 2,
dated June 16, 2014. The service information describes procedures for
inspections and repairs of cracks and corrosion in the skin at lap
joints in the fuselage. For information on the procedures and
compliance times, see this service information at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
1052.

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 2004-13-02, Amendment 39-13682 (69 FR 35237, June
24, 2004), this proposed AD would retain all of the requirements of AD
2004-13-02. Those requirements are referenced in the service
information identified previously, which, in turn, is referenced in
paragraphs (g) and (h) of this proposed AD. This proposed AD would
require accomplishing the actions specified in the service information
described previously, except as discussed under ``Differences Between
the Proposed AD and the Service Information.''
    The phrase ``related investigative actions'' might be used in this
proposed AD. ``Related investigative actions'' are follow-on actions
that: (1) Are related to the primary actions, and (2) are actions that
further investigate the nature of any condition found. Related
investigative actions in an AD could include, for example, inspections.
    In addition, the phrase ``corrective actions'' might be used in
this proposed AD. ``Corrective actions'' are actions that correct or
address any condition found. Corrective actions in an AD could include,
for example, repairs.

Explanation of Changes to AD 2004-13-02, Amendment 39-13682 (69 FR
35237, June 24, 2004)

    AD 2004-13-02, Amendment 39-13682 (69 FR 35237, June 24, 2004),
allows operators to adjust the flight-cycle threshold and repetitive
interval by not counting flight cycles with a cabin pressure
differential of 2.0 pounds per square inch or less. However, this
proposed AD would not allow this adjustment as of the effective date of
this AD. The number of flight cycles in which cabin differential
pressure is at 2.0 psi or less must be counted when determining the
number of flight cycles that have occurred on the airplane.
    The actions specified in paragraphs (g) and (h) of this proposed AD
are no longer required for Group 1 airplanes identified in Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014. The only
Group 1 airplane, RR201, has been permanently withdrawn from service
and scrapped.

Differences Between This Proposed AD and the Service Information

    Boeing Alert Service Bulletin 747-53A2463, Revision 2, dated June
16, 2014, specifies to contact the manufacturer for instructions on how
to repair certain conditions, but this proposed AD would require
repairing those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing

Commercial Airplanes Organization Designation Authorization (ODA) whom
we have authorized to make those findings.

Explanation of Compliance Time

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

Costs of Compliance

    We estimate that this proposed AD affects 2 airplanes of U.S.
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                            Parts                               Cost on U.S.
              Action                      Labor cost         cost      Cost per product          operators
----------------------------------------------------------------------------------------------------------------
Inspections [actions retained from  5,628 work-hours x          $0  $478,380 per           $956,760 per
 AD 2004[dash]13[dash]02,            $85 per hour =                  inspection cycle.      inspection cycle.
 Amendment 39[dash]13682 (69 FR      $478,380 per
 35237, June 24, 2004).              inspection cycle.
Modification [new proposed action]  Up to 3,764                  0  Up to $319,940.......  Up to $639,880.
                                     work[dash]hours x
                                     $85 per hour =
                                     $319,940.
Post-modification/post[dash]repair  Up to 3,764                  0  Up to $319,940 per     Up to $639,880 per
 inspections [new proposed action].  work[dash]hours x               inspection cycle.      inspection cycle.
                                     $85 per hour =
                                     $319,940 per
                                     inspection cycle.
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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 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)
2004-13-02, Amendment 39-13682 (69 FR 35237, June 24, 2004), and adding
the following new AD:

The Boeing Company: Docket No. FAA-2014-1052; Directorate Identifier
2014-NM-140-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by March 9,
2015.

(b) Affected ADs

    This AD replaces AD 2004-13-02, Amendment 39-13682 (69 FR 35237,
June 24, 2004).

(c) Applicability

    This AD applies to The Boeing Company Model 747-100, -200B, and
-200F series airplanes, certificated in any category, as identified
in Boeing Alert Service Bulletin 747-53A2463, Revision 2, dated June
16, 2014.

(d) Subject

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

(e) Unsafe Condition

    This AD was prompted by an evaluation by the design approval
holder (DAH), which indicates that the longitudinal lap joints are
subject to widespread fatigue damage (WFD). We are issuing this AD
to detect and correct fatigue cracking in the upper and lower skins
of the fuselage lap joints, which could result in sudden fracture
and failure of a lap joint and rapid in-flight decompression of the
airplane fuselage.

(f) Compliance

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

(g) Inspections for Corrosion and Corrective Actions

    For airplanes identified as Groups 2 through 14 in Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014:
Except as provided by paragraph (l)(3) of this AD, at the applicable
time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014, do an
external low frequency eddy current inspection for corrosion at the
upper row of fasteners in the lap joint, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of

Boeing Alert Service Bulletin 747-53A2463, Revision 2, dated June
16, 2014, except as provided by paragraph (l)(1) of this AD. Do all
applicable corrective actions before further flight. Repeat the
inspection at the upper row of fasteners in the lap joint thereafter
at the applicable intervals specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014, except as provided by paragraph
(l)(3) of this AD. Accomplishment of a structural modification in
accordance with Part 5 of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014, except as provided by paragraph
(l)(1) of this AD, terminates the inspection requirements of this
paragraph in the area of the modification only. The actions required
by paragraph (j) of this AD are still applicable in the area of the
modification.

(h) Inspections for Cracking and Corrective Actions

    For airplanes identified as Groups 2 through 14 in Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014:
Except as provided by paragraph (l)(3) of this AD, at the applicable
time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014, do an
internal medium frequency eddy current inspection for skin cracks at
the lower row of fasteners in the lap joint, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2463, Revision
2, dated June 16, 2014, except as provided by paragraph (l)(1) of
this AD. Do all applicable corrective actions before further flight.
Repeat the inspection at the lower row of fasteners in the lap joint
thereafter at the applicable intervals specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014, except as provided by paragraph
(l)(3) of this AD. Accomplishment of a structural modification in
accordance with Part 5 of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014, except as provided by paragraph
(l)(1) of this AD, terminates the inspection requirements of this
paragraph in the area of the modification only. The actions required
by paragraph (j) of this AD are still applicable in the area of the
modification.

(i) Structural Modification

    For airplanes identified as Groups 2 through 14 in Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014: At
the applicable time specified in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin 747-53A2463, Revision 2, dated June
16, 2014, except as provided by paragraph (l)(2) of this AD, do a
structural modification at the lap joints, and all applicable
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-53A2463, Revision
2, dated June 16, 2014, except as provided by paragraph (l)(1) of
this AD. Do all applicable corrective actions before further flight.
Accomplishment of the structural modification required by this
paragraph terminates the inspections required by paragraphs (g),
(h), and (k) of this AD in the area of the modification only. The
actions required by paragraph (j) of this AD are still applicable in
the area of the modification.

(j) Post-Modification Inspections and Corrective Actions

    For airplanes on which the actions required by paragraph (i) of
this AD have been done: At the applicable time specified in
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
747-53A2463, Revision 2, dated June 16, 2014, except as provided by
paragraph (l)(2) of this AD, do an internal high frequency eddy
current (HFEC) inspection for cracks of the skin or existing
internal doublers, and an open-hole HFEC inspection for splice strap
cracks, in accordance with the Accomplishment Instructions of Boeing
Alert Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014.
If any cracking is found, before further flight, repair using a
method approved in accordance with the procedures specified in
paragraph (n) of this AD. Repeat the inspections of the skin,
internal doublers, and splice straps thereafter at the applicable
intervals specified in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014.

(k) Post-Repair Inspections and Corrective Actions

    For airplanes with any new or existing external doubler repair
accomplished at a lap joint and the repair doubler length is 40
inches or longer: At the applicable time specified in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014, except as provided by paragraph
(l)(2) of this AD, do an internal HFEC inspection for cracking or
corrosion of the repairs, and do all applicable corrective actions,
in accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014,
except as provided by paragraph (l)(1) of this AD. Do all applicable
corrective actions before further flight. Repeat the inspection of
external doubler repairs accomplished at lap joints thereafter at
the applicable intervals specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 747-53A2463,
Revision 2, dated June 16, 2014. Accomplishment of a structural
modification in accordance with Part 5 of Boeing Alert Service
Bulletin 747-53A2463, Revision 2, dated June 16, 2014, except as
provided by paragraph (l)(1) of this AD, terminates the inspection
requirements of this paragraph in the area of the modification only.
The actions required by paragraph (j) of this AD are still
applicable in the area of the modification.

(l) Exceptions

    (1) If, during any action required by this AD, Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014,
specifies to contact Boeing for an inspection or modification
procedure, or repair instructions: Before further flight, do the
inspection, or modification, or repair using a method approved in
accordance with the procedures specified in paragraph (n) of this
AD.
    (2) Where Paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 747-53A2463, Revision 2, dated June 16, 2014,
specifies a compliance time ``after the Revision 2 date of this
service bulletin,'' this AD requires compliance within the specified
compliance time after the effective date of this AD.
    (3) For the compliance threshold and repetitive interval
calculations for inspections required by paragraphs (g) and (h) of
this AD, the provisions specified in paragraphs (l)(3)(i) and
(l)(3)(ii) of this AD apply regarding differential pressure.
    (i) For inspections done before the effective date of this AD:
Flight cycles in which the cabin differential pressure was at 2.0
pounds per square inch (psi) or less need not be counted in the
flight-cycle determination, provided that flight cycles with
momentary spikes in cabin differential pressure above 2.0 psi were
included as full pressure flight cycles. For this provision to
apply, all cabin pressure records must have been maintained for each
airplane. No fleet-averaging of cabin pressure is allowed.
    (ii) For inspections done on or after the effective date of this
AD: All flight cycles must be counted, regardless of differential
pressure.

(m) Credit for Previous Actions

    This paragraph provides credit for actions required by
paragraphs (g) and (h) of this AD, if those actions were performed
before the effective date of this AD using the service information
identified in paragraph (m)(1) or (m)(2) of this AD.
    (1) Boeing Alert Service Bulletin 747-53A2463, dated March 7,
2002, including Appendices A, B, and C, dated March 7, 2002, which
was incorporated by reference in AD 2004-13-02, Amendment 39-13682
(69 FR 35237, June 24, 2004).
    (2) Boeing Alert Service Bulletin 747-53A2463, Revision 1, dated
April 16, 2009, which is not incorporated by reference in this AD.

(n) 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 (o)(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) AMOCs approved for AD 2004-13-02, Amendment 39-13682 (69 FR
35237, June 24, 2004), are approved as AMOCs for the corresponding
provisions of paragraphs (g) and (h) of this AD.

(o) 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) 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<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>.

    Issued in Renton, Washington, on January 14, 2015.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-00955 Filed 1-22-15; 8:45 am]
BILLING CODE 4910-13-P