[Federal Register Volume 72, Number 153 (Thursday, August 9, 2007)]
[Rules and Regulations]
[Pages 44740-44744]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-15410]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-25326; Directorate Identifier 2006-NM-081-AD; 
Amendment 39-15151; AD 2007-16-12]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200 and -300 Series 
Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Boeing Model 757-200 and -300 series airplanes. This AD 
requires changes to existing wiring; installation of new circuit 
breakers, relays, relay connectors, and wiring; and replacement of 
certain circuit breakers with higher-rated circuit breakers. For 
certain airplanes, this AD also requires modification of wiring of the 
control module assembly for the electrical systems. This AD results 
from an in-flight entertainment (IFE) systems review. We are issuing 
this AD to ensure that the flightcrew is able to turn off electrical 
power to the IFE system and other non-essential electrical systems 
through utility bus switches in the flight compartment. The 
flightcrew's inability to turn off power to the IFE system and other 
non-essential electrical systems during a non-normal or emergency 
situation could result in the inability to control smoke or fumes in 
the airplane flight deck or cabin.

DATES: This AD becomes effective September 13, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of September 13, 
2007.

ADDRESSES: You may examine the AD docket on the Internet at http://dms.dot.gov or in person at the U.S. Department of Transportation, 
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 
New Jersey Avenue, SE., Washington, DC.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Shohreh Safarian, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone (425) 917-6418; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at http://dms.dot.gov or in person at the Docket Operations 
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Operations office (telephone (800) 647-5527) is 
located on the ground floor of the West Building at the street address 
stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to certain Boeing Model 
757-200 and -300 series airplanes. That NPRM was published in the 
Federal Register on July 13, 2006 (71 FR 39597). That NPRM proposed to 
require changes to existing wiring; installation of new circuit 
breakers, relays, relay connectors, and wiring; and replacement of 
certain circuit breakers with higher-rated circuit breakers. For 
certain airplanes, that NPRM also proposed to require modification of 
wiring of the control module assembly for the electrical systems.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Support of the NPRM

    Boeing, Northwest Airlines (NWA), and the Air Transport Association 
(ATA) agree with the intent of the NPRM.

Request To Clarify Affected Control Module Assemblies

    The ATA, on behalf of its member US Airways, requests that we 
clarify which control module assemblies are required to be modified. US 
Airways states that it believes the intent of the NPRM would be to 
require concurrent modification of the control module assemblies 
identified in Boeing Service Bulletin 757-24-0093, dated August 14, 
2003. However, US Airways points out that the effectivity of Boeing 
Component Service Bulletin 233N3209-24-04, Revision 1, dated August 14, 
2003, identifies additional parts not found in Boeing Service Bulletin 
757-24-0093.
    We agree that the intent of paragraph (g) of the NPRM was to 
propose modification of certain control module assemblies identified in 
paragraph 2.C.3. of Boeing Service Bulletin 757-24-0093. The affected 
part numbers (P/Ns) are 233N3209-1025, -1026, -1028, -1300, and -1302. 
We have revised paragraph (g) of this AD to identify those affected 
part numbers. Further, we have revised paragraph (h) of this AD, 
``Credit for Accomplishment of Previous Service Bulletin,'' to specify 
that doing the modification in accordance with the original issue of 
Boeing Component Service Bulletin 233N3209-24-04, dated April 10, 2003, 
is acceptable only for control module assembly, P/Ns 233N3209-1025, -
1300, and -1302, since only these part numbers are referenced in the 
effectivity of the original issue of Boeing Component Service Bulletin 
233N3209-24-04.

Request To Address an Additional Circuit Breaker

    NWA states that Boeing Service Bulletin 757-24-0093, dated August 
14, 2003, does not address the shedding of direct current (DC) power on 
Model 757-200 airplanes, variable numbers NE311 through NE325 
inclusive. NWA further states that circuit breaker C9009, which 
controls 28-volt DC power on these airplanes, is also not addressed by 
the service bulletin. We infer that NWA would like Boeing to revise the 
service bulletin to provide instructions for addressing the unsafe 
condition on these specific airplanes.
    We do not agree. The airplanes mentioned in NWA's comment above are 
identified as Group 40 airplanes in Boeing Service Bulletin 757-24-
0093. Circuit breaker C9009 was not installed as part of the IFE system 
on Boeing airplanes. That circuit breaker was installed in accordance 
with a supplemental type certificate (STC), and we are currently 
evaluating that issue separately from this AD. This AD affects only IFE 
systems that were installed in production by Boeing. Therefore, we have 
not changed this AD in this regard.

Request To Exclude Other Non-Essential Electrical Systems

    NWA requests that we revise the NPRM to address the IFE system 
only. NWA states that, in addition to addressing the IFE systems, the 
NPRM and referenced Boeing service bulletins address other non-
essential systems. As justification for its request, NWA states

[[Page 44741]]

that the non-essential systems are unrelated to the Interim Policy 
Guidance for Certification of In-Flight Entertainment Systems on Title 
14 CFR Part 25 Aircraft, Policy Number PS-ANM100-2000-00105, dated 
September 18, 2000.
    We do not agree that the other non-essential electrical systems can 
be excluded from the requirements of this AD. If we excluded non-
essential electrical systems from the requirements of this AD and 
electrical power to those systems had to be shut off due to smoke or 
fire, then power might also be shut off to other electrical systems 
that are essential for safe flight and landing. For this reason, 
control of the IFE and other non-essential electrical systems must be 
independent from other electrical systems essential for safe flight and 
landing. Therefore, we have determined that the actions required by 
this AD are necessary to ensure the continued safety of the affected 
fleet. We have revised the Summary section and paragraph (d) of this AD 
to clarify that the flightcrew's inability to turn off power to the IFE 
system and other non-essential electrical systems during a non-normal 
or emergency situation could result in the inability to control smoke 
or fumes in the airplane flight deck or cabin.

Request To Add an Alternative Method of Compliance (AMOC)

    NWA requests that we revise this AD to allow use of a master ``kill 
switch'' in the airplane flight deck and/or cabin to shut off 
electrical power to the IFE system. As justification, NWA states that 
kill switches give the flightcrew or flight attendants the ability to 
shut off power to the IFE system without disturbing operation of flight 
essential systems. NWA further states that the kill switches in the 
flight deck should be positioned within easy reach of the flightcrew, 
and that kill switches in the cabin should be within easy access of the 
cabin crew. NWA asserts that adding kill switches meets and exceeds the 
intent of the NPRM.
    We do not agree with use of a master ``kill switch'' in either the 
flight deck or the cabin, in general without understanding the specific 
design details. To adequately address the unsafe condition, it is 
necessary to supply power to all non-essential electrical systems 
through a utility bus and to provide the flightcrew with a means of 
deactivating all non-essential electrical systems to control smoke or 
fumes in the flight deck or cabin. Deactivation of non-essential 
electrical loads might not necessarily be achieved through use of a 
master ``kill switch.'' However, under the provisions of paragraph (i) 
of this AD, we may consider requests for approval of an AMOC if 
sufficient data are submitted to substantiate that such a design change 
would provide an acceptable level of safety. This AD affects only IFE 
systems that were installed in production by Boeing. We have not 
changed this AD in this regard.

Request To Exempt Airplanes With Deactivated Systems

    NWA recommends that we revise this AD to include a waiver for IFE 
systems that have been permanently deactivated. NWA states that these 
systems would have all system power removed (capped and stowed) at the 
breaker. NWA asserts that, if power is removed at the breaker level, 
there is no possibility of the IFE system causing non-normal 
emergencies due to the IFE system.
    We do not agree to exempt airplanes with deactivated IFE systems 
from the requirements of this AD. Since the IFE system has been 
identified as the source of the unsafe condition, we need to evaluate 
the method of deactivation with respect to its interaction with the 
unsafe condition. Therefore, any request to exempt airplanes with 
deactivated IFE systems should be submitted as an AMOC in accordance 
with the provisions of paragraph (i) of this AD. We have not changed 
this AD in this regard.

Request To Extend Compliance Time

    NWA requests that we extend the compliance time from 60 months to 
72 months. NWA states that the work specified in the referenced Boeing 
service bulletins is complicated and accomplished best at a heavy 
check, which occurs at 72-month intervals.
    We do not agree with the commenter's request to extend the 
compliance time. We have determined that the compliance time, as 
proposed in the NPRM, represents the maximum interval of time allowable 
for the affected airplanes to continue to safely operate before the 
modification is done. Since maintenance schedules vary among operators, 
there would be no assurance that the airplane would be modified during 
that maximum interval. However, paragraph (i) of this AD provides 
affected operators the opportunity to apply for an adjustment of the 
compliance time if the operator also presents data justifying the 
adjustment.

Request To Publish Service Information

    The Modification and Replacement Parts Association (MARPA) states 
that, typically, ADs are based on service information originating with 
the type certificate holder or its suppliers. MARPA adds that 
manufacturer service documents are privately authored instruments 
generally having copyright protection against duplication and 
distribution. MARPA notes that when a service document is incorporated 
by reference into a public document, such as an AD, it loses its 
private, protected status and becomes a public document. MARPA adds 
that if a service document is used as a mandatory element of 
compliance, it should not simply be referenced, but should be 
incorporated into the regulatory document; by definition, public laws 
must be public, which means they cannot rely upon private writings. 
MARPA adds that service documents incorporated by reference should be 
made available to the public by publication in the Department of 
Transportation's Docket Management System (DMS), keyed to the action 
that incorporates them. MARPA notes that the stated purpose of the 
incorporation by reference method is brevity, to keep from expanding 
the Federal Register needlessly by publishing documents already in the 
hands of the affected individuals; traditionally, ``affected 
individuals'' means aircraft owners and operators, who are generally 
provided service information by the manufacturer. MARPA adds that a new 
class of affected individuals has emerged, since the majority of 
aircraft maintenance is now performed by specialty shops instead of 
aircraft owners and operators. MARPA notes that this new class includes 
maintenance and repair organizations, component servicing and repair 
shops, parts purveyors and distributors, and organizations 
manufacturing or servicing alternatively certified parts under section 
21.303 (``Replacement and modification parts'') of the Federal Aviation 
Regulations (14 CFR 21.303). MARPA adds that the concept of brevity is 
now nearly archaic as documents exist more frequently in electronic 
format than on paper. Therefore, MARPA asks that the service document 
deemed essential to the accomplishment of the NPRM be incorporated by 
reference into the regulatory instrument and published in DMS.
    We acknowledge MARPA's comment concerning incorporation by 
reference. The Office of the Federal Register (OFR) requires that 
documents that are necessary to accomplish the requirements of the AD 
be incorporated by reference during the final rule phase of rulemaking. 
This AD incorporates by reference the documents necessary for the 
accomplishment of the requirements

[[Page 44742]]

mandated by this AD. Further, we point out that while documents that 
are incorporated by reference do become public information, they do not 
lose their copyright protection. For that reason, we advise the public 
to contact the manufacturer to obtain copies of the referenced service 
information.
    In regard to the commenter's request to post the service bulletin 
on DMS, we are currently in the process of reviewing issues surrounding 
the posting of service bulletins on DMS as part of an AD docket. Once 
we have thoroughly examined all aspects of this issue and have made a 
final determination, we will consider whether our current practice 
needs to be revised. No change to this AD is necessary in response to 
this comment.

Request To Allow Use of Parts Manufacturer Approval (PMA) Parts

    MARPA states that the practice of requiring the replacement of a 
defective part with a certain part conflicts with 14 CFR 21.303. MARPA 
asserts that requiring installation of a certain part prevents 
installation of other good parts and prohibits the development of new 
parts. MARPA also states that the practice of requiring an AMOC to 
install a PMA part should be stopped. MARPA concludes that this 
practice presumes that all PMA parts are inherently defective and 
require an additional layer of approval.
    MARPA further states the NPRM does not comply with FAA Order 
8040.2; that order states that replacement or installation of certain 
parts could have replacement parts approved under 14 CFR 21.303 based 
on a finding of identicality. That order also states that any parts 
approved under this regulation and installed should be subject to the 
actions of the AD and included in the applicability.
    MARPA states that if a PMA part is defective, then it must be 
addressed in an AD and not just simply implied by an AMOC requirement. 
MARPA suggests that we adopt language used in ADs issued by 
directorates other than the Transport Airplane Directorate, which 
specify installing an ``FAA-approved equivalent part number'' or 
``airworthy parts.'' MARPA contends that the mandates contained in 
Section 1, paragraph (b)(1) of Executive Order 12866 are not being met 
because the directorates differ in their treatment of this issue. 
MARPA, therefore, requests that we revise the NPRM to allow use of PMA 
parts.
    We do not agree to revise this AD. The NPRM does not address PMA 
parts, as provided in draft FAA Order 8040.2, because the Order was 
only a draft that was out for comment at the time. After issuance of 
the NPRM, the Order was revised and issued as FAA Order 8040.5 with an 
effective date of September 29, 2006. FAA Order 8040.5 does not address 
PMA parts in ADs.
    We acknowledge the need to ensure that unsafe PMA parts are 
identified and addressed in ADs in a standardized way at the national 
level. We are currently examining all aspects of this issue, including 
input from industry. Once we have made a final determination, we will 
consider how our policy regarding PMA parts in ADs needs to be revised. 
However, the Transport Airplane Directorate considers that to delay 
this particular AD action would be inappropriate, since we have 
determined that an unsafe condition exists and that replacement of 
certain parts must be accomplished to ensure continued safety. 
Therefore, no change has been made to this AD in this regard.

Clarification of Alternative Method of Compliance (AMOC) Paragraph

    We have revised this action to clarify the appropriate procedure 
for notifying the principal inspector before using any approved AMOC on 
any airplane to which the AMOC applies.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 548 airplanes of the affected design in the 
worldwide fleet. This AD affects about 332 Model 757-200 and -300 
airplanes of U.S. registry. The following table provides the estimated 
costs, at an average labor rate of $80 per hour, for U.S. operators to 
comply with this AD. The estimated work hours and cost of parts in the 
following table depend on the relay and wiring configuration of an 
airplane.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                        Number  of
                                                                                                                           U.S.-
              Model                      Action             Work hours              Parts          Cost per airplane    registered        Fleet cost
                                                                                                                         airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
757-200 series airplanes........  Installation.......  38 to 46............  $2,781 to $5,917...  $5,821 to $9,597..             318  $1,851,078 to
                                                                                                                                       $3,051,846.
                                  Concurrent           3...................  $73 to $90.........  $313 to $330......             318  $99,534 to
                                   modification.                                                                                       $104,940.
757-300 series airplanes........  Installation.......  22..................  $2,080 to $4,632...  $3,840 to $6,392..              14  $53,760 to
                                                                                                                                       $89,488.
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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

[[Page 44743]]

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); and
    (3) 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
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 Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2007-16-12 Boeing: Amendment 39-15151. Docket No. FAA-2006-25326; 
Directorate Identifier 2006-NM-081-AD.

Effective Date

    (a) This AD becomes effective September 13, 2007.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to the Boeing airplanes identified in 
paragraphs (c)(1) and (c)(2) of this AD, certificated in any 
category.
    (1) Model 757-200 series airplanes, as identified in Boeing 
Service Bulletin 757-24-0093, dated August 14, 2003.
    (2) Model 757-300 series airplanes, as identified in Boeing 
Service Bulletin 757-24-0094, dated April 17, 2003.

Unsafe Condition

    (d) This AD results from an in-flight entertainment (IFE) 
systems review. We are issuing this AD to ensure that the flightcrew 
is able to turn off electrical power to the IFE system and other 
non-essential electrical systems through utility bus switches in the 
flight compartment. The flightcrew's inability to turn off power to 
the IFE system and other non-essential electrical systems during a 
non-normal or emergency situation could result in the inability to 
control smoke or fumes in the airplane flight deck or cabin.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Installation of Circuit Breakers, Relays, and Wiring

    (f) Within 60 months after the effective date of this AD, do the 
applicable actions specified in paragraphs (f)(1) through (f)(6) of 
this AD, in accordance with the Accomplishment Instructions of 
Boeing Service Bulletin 757-24-0093, dated August 14, 2003 (for 
Model 757-200 series airplanes); or Boeing Service Bulletin 757-24-
0094, dated April 17, 2003 (for Model 757-300 series airplanes); as 
applicable.
    (1) For all airplanes: Change the wiring at the P5 and P11 panel 
assemblies in the flight compartment, at the P36 panel assembly in 
the forward cargo compartment, and at the P37 and P70 panel 
assemblies in the main electronics compartment. Install a new relay 
and relay connector, if applicable, at the P36 panel assembly and at 
the P37 panel assembly.
    (2) For Model 757-200 series airplanes identified as Group 1 in 
Boeing Service Bulletin 757-24-0093, dated August 14, 2003: Install 
new circuit breakers C3090 and C3089 at the P37 and P70 panel 
assemblies, respectively, in the main electronics compartment.
    (3) For Model 757-200 series airplanes identified as Groups 21 
and 22 in Boeing Service Bulletin 757-24-0093, dated August 14, 
2003: Replace circuit breaker C311 at the P31 panel assembly in the 
main electronics compartment with a higher-rated circuit breaker.
    (4) For Model 757-200 series airplanes identified as Groups 1 
through 20 inclusive and 23 through 40 inclusive in Boeing Service 
Bulletin 757-24-0093, dated August 14, 2003: Replace circuit 
breakers C311 and C315 at the P31 and P32 panel assemblies, 
respectively, in the main electronics compartment with higher-rated 
circuit breakers.
    (5) For Model 757-300 series airplanes identified as Groups 1 
and 4 in Boeing Service Bulletin 757-24-0094, dated April 17, 2003: 
Replace circuit breakers C311 and C315 at the P31 and P32 panel 
assemblies, respectively, in the main electronics compartment with 
higher-rated circuit breakers.
    (6) For Model 757-300 series airplanes identified as Groups 1, 
2, and 3 in Boeing Service Bulletin 757-24-0094, dated April 17, 
2003: Install new wires between the P5 panel assembly in the flight 
compartment and the P36 and P37 panel assemblies in the main 
electronics compartment.

Concurrent Requirement for Certain Airplanes

    (g) For the Model 757-200 series airplanes identified as Groups 
8, 9, 12, 15, 20, 21 through 32 inclusive, and 34 through 40 
inclusive in Boeing Service Bulletin 757-24-0093, dated August 14, 
2003, equipped with control module assembly, part number (P/N) 
233N3209-1025, -1026, -1028, -1300, or -1302: Prior to or 
concurrently with accomplishing the actions specified in paragraph 
(f) of this AD, modify the wiring of the control module assembly for 
the electrical systems, by accomplishing all of the actions 
specified in the Accomplishment Instructions of Boeing Component 
Service Bulletin 233N3209-24-04, Revision 1, dated August 14, 2003, 
as applicable.

Credit for Accomplishment of Previous Service Bulletin

    (h) Modification of the control module assembly, P/N 233N3209-
1025, -1300, or -1302, done before the effective date of this AD in 
accordance with Boeing Component Service Bulletin 233N3209-24-04, 
dated April 10, 2003, is acceptable for compliance with the 
requirements of paragraph (g) of this AD.

Alternative Methods of Compliance (AMOCs)

    (i)(1) The Manager, Seattle Aircraft Certification Office, FAA, 
has the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Before using any approved AMOC on any airplane to which the AMOC 
applies, notify your appropriate principal inspector (PI) in the FAA 
Flight Standards District Office (FSDO), or lacking a PI, your local 
FSDO.

Material Incorporated by Reference

    (j) You must use the service information listed Table 1 of this 
AD to perform the actions that are required by this AD, unless the 
AD specifies otherwise. The Director of the Federal Register 
approved the incorporation by reference of these documents in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207, 
for a copy of this service information. You may review copies at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
Washington; or at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

[[Page 44744]]



                                  Table 1.--Material Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
          Service information                       Revision level                           Date
----------------------------------------------------------------------------------------------------------------
Boeing Component Service Bulletin        1..................................  August 14, 2003.
 233N3209-24-04.
Boeing Service Bulletin 757-24-0093....  Original...........................  August 14, 2003.
Boeing Service Bulletin 757-24-0094....  Original...........................  April 17, 2003.
----------------------------------------------------------------------------------------------------------------


    Issued in Renton, Washington, on July 30, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E7-15410 Filed 8-8-07; 8:45 am]
BILLING CODE 4910-13-P