[Federal Register Volume 79, Number 126 (Tuesday, July 1, 2014)]
[Proposed Rules]
[Pages 37239-37243]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-15416]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0475; Directorate Identifier 2010-NM-199-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for certain The Boeing Company Model 757-200, -200PF, -200CB, and 
-300 series airplanes. The NPRM proposed to require, for certain 
airplanes, installing new relays adjacent to two of the spoiler control 
modules. For certain other airplanes, the NPRM proposed to require 
torquing the bracket assembly installation nuts and ground stud nuts, 
and doing bond resistance tests between the bracket assemblies and the 
terminal lugs on the ground studs. The NPRM was prompted by numerous 
reports of unintended lateral oscillations during final approach, just 
before landing. This action revises the NPRM by adding actions that are 
necessary to address the identified unsafe condition. We are proposing 
this supplemental NPRM (SNPRM) to reduce the chance of unintended 
lateral oscillations near touchdown, which could result in loss of 
lateral control of the airplane, and consequent airplane damage or 
injury to flight crew and passengers. Since these actions impose an 
additional burden over that proposed in the NPRM, we are reopening the 
comment period to allow the public the chance to comment on these 
proposed changes.

DATES: We must receive comments on this SNPRM by August 15, 2014.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:

[[Page 37240]]

     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, Attention: Data & Services Management, P.O. Box 
3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000, 
extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. 
You may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information 
on the availability of this material at the FAA, call 425-227-1221.

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-2011-
0475; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this proposed AD, the regulatory evaluation, any comments 
received, and other information. The street address for the Docket 
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Marie Hogestad, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, Seattle Aircraft Certification 
Office (ACO), FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 
425-917-6418; fax: 425-917-6590; email: [email protected].

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-2011-0475; 
Directorate Identifier 2010-NM-199-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

    We issued an NPRM to amend 14 CFR part 39 by adding an AD that 
would apply to certain The Boeing Company Model 757-200, -200PF, -
200CB, and -300 series airplanes. The NPRM published in the Federal 
Register on May 24, 2011 (76 FR 30043). The NPRM proposed to require, 
for certain airplanes, installing new relays adjacent to two of the 
spoiler control modules that would prevent the deployment of certain 
spoiler pairs when landing flaps are selected. For certain other 
airplanes, the NPRM proposed to require torquing the bracket assembly 
installation nuts and ground stud nuts, and doing bond resistance tests 
between the bracket assemblies and the terminal lugs on the ground 
studs.

Actions Since Previous NPRM Was Issued

    Since we issued the NPRM, we have determined that additional 
actions are necessary to address the identified unsafe condition. The 
actions include installing three new relays on the opposite side of the 
same relay bracket assembly; and for certain airplanes, doing an 
additional inspection to ensure that the three new relays do not 
contact adjacent wire bundles, and related investigative and corrective 
actions if necessary.

Comments

    We gave the public the opportunity to comment on the NPRM (76 FR 
30043, May 24, 2011). The following presents the comments received on 
the NPRM (76 FR 30043, May 24, 2011) and the FAA's response to each 
comment.

Support for the NPRM (76 FR 30043, May 24, 2011)

    The Airline Pilots Association, International (ALPA) stated that it 
supports the intent of the NPRM (76 FR 30043, May 24, 2011).

Request To Withdraw the NPRM (76 FR 30043, May 24, 2011)

    FedEx requested that we withdraw the NPRM (76 FR 30043, May 24, 
2011). FedEx stated that since implementation of AD 2006-23-15, 
Amendment 39-14827 (71 FR 66657, November 16, 2006), there have been no 
reports of lateral pilot-induced oscillation (PIO) or unintended 
lateral oscillations during landing from the operators of Model 757 
airplanes. (AD 2006-23-15 requires, among other actions, installing a 
control wheel damper assembly and vortex generators (vortilons) on the 
leading edge of the outboard main flap.) FedEx also stated that the 
proposed modifications to the lateral control system are very costly, 
do not improve the lateral handling characteristics, and will make the 
airplane less responsive and less maneuverable in the landing 
environment, resulting in the potential for an unsafe condition.
    We disagree with the request to withdraw the NPRM (76 FR 30043, May 
24, 2011). AD 2006-23-15, Amendment 39-14827 (71 FR 66657, November 16, 
2006), is considered interim action. The manufacturer has identified an 
additional modification that is needed to correct the unsafe condition 
identified in AD 2006-23-15. This design change was made to reduce the 
lateral power to take out excessive airplane roll authority during 
landing operations. This is done by making the airplane lateral 
response to control wheel inputs more linear. It should be noted that 
this will make Model 757 handling characteristics more consistent with 
those of the other Boeing airplane models during landing operations. 
Also, even though there have only been 12 reports of unintended lateral 
oscillations near touchdown, there could have been other events that 
have been unrecognized and/or unreported. We have determined that it is 
necessary to proceed with this AD action.

Request To Shorten Compliance Time

    ALPA requested the compliance time be shortened from the 60 months 
proposed in the NPRM (76 FR 30043, May 24, 2011). ALPA stated that a 
shortened compliance time is justified given the serious consequences 
of unintended roll oscillations near the ground.
    We disagree with the request to shorten the compliance time. In 
developing the compliance time for this AD action, we considered not 
only the safety implications of the identified unsafe condition, but 
also the average utilization rate of the affected fleet, the practical 
aspects of an orderly modification of the fleet, the availability of 
required parts, and the time necessary for the rulemaking process. The 
60-month compliance time following the effective date of the final rule 
was

[[Page 37241]]

determined to be appropriate given the interim actions that have 
already been mandated by AD 2006-23-15, Amendment 39-14827 (71 FR 
66657, November 16, 2006). We have not changed the SNPRM in this 
regard.

Request To Use Revised Service Bulletin

    American Airlines requested that we delay release of the final rule 
until after release of Boeing Service Bulletin 757-27A0152, Revision 2, 
so it can be incorporated into the AD. American Airlines stated that 
the pending Revision 2 of this service bulletin was expected to address 
many of the concerns it had regarding the NPRM (76 FR 30043, May 24, 
2011) and Boeing Alert Service Bulletin 757-27A0152, Revision 1, dated 
June 30, 2010. American Airlines outlined its concerns in its comments.
    We have revised this SNPRM to refer to Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, as operators need to have 
comprehensive, clear, and concise instructions to accomplish the 
requirements of this AD.
    Also, we reviewed Boeing Service Bulletin 757-27A0152, Revision 2, 
dated May 25, 2012; and Revision 3, dated October 28, 2013. Revision 2 
was issued to add procedures for installing three new relays on the 
opposite side of the same relay bracket assembly to improve wire 
routing and maintenance access to the relays, and to prevent wire 
chafing on adjacent wire bundles. For certain airplanes, a general 
visual inspection was added to ensure the three new relays do not 
contact adjacent wire bundles and, if necessary, related investigative 
and corrective actions.
    Boeing Service Bulletin 757-27A0152, Revision 3, dated October 28, 
2013, was subsequently issued to make further improvements and 
corrections to illustrations.
    We have changed the service information references in paragraphs 
(c) and (g) of this SNPRM to Boeing Service Bulletin 757-27A0152, 
Revision 3, dated October 28, 2013; and added new paragraph (h) to this 
SNPRM to provide credit for the actions required by paragraph (g) of 
this SNPRM, if those actions were performed before the effective date 
of this AD using Boeing Service Bulletin 757-27A0152, Revision 2, dated 
May 25, 2012.

Request To Clarify the Terms ``Refer to'' and ``In Accordance With''

    UPS asked if we agree with the terms ``refer to'' and ``in 
accordance with'' as defined in Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010.
    We agree with the definition of the terms ``refer to'' and ``in 
accordance with'' as specified in Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010; Boeing Service Bulletin 757-
27A0152, Revision 2, dated May 25, 2012; and Boeing Service Bulletin 
757-27A0152, Revision 3, dated October 28, 2013. When the words ``refer 
to'' are used and the operator has an accepted alternative procedure, 
the accepted alternative procedure may be used. When the words ``in 
accordance with'' are included in the instruction, the procedure 
specified must be used. No change to the SNPRM is needed.

Request To Change Wording

    Boeing requested that we revise the SUMMARY and Discussion sections 
and paragraph (e) of the NPRM (76 FR 30043, May 24, 2011) to change 
``numerous'' to ``several'' when describing the number of reports of 
unintended lateral oscillations during final approach. Boeing stated 
that this wording change would make the wording in the NPRM consistent 
with that used in AD 2006-23-15, Amendment 39-14827 (71 FR 66657, 
November 16, 2006), which also addresses the issue of unintended 
lateral oscillations near touchdown for Model 757 airplanes.
    We disagree to change the wording. Although the wording is not 
consistent with AD 2006-23-15, Amendment 39-14827 (71 FR 66657, 
November 16, 2006), it is accurate because there have been 12 confirmed 
PIO events in Model 757 history. And there were three other events for 
which a PIO was suspected, but without time history data, they could 
not be confirmed. We have not changed the SNPRM in this regard.

Request To Allow Use of New Parts

    American Airlines requested that we revise the NPRM (76 FR 30043, 
May 24, 2011) to authorize, without mandating, installation of new 
parts in place of lost or damaged hardware. American Airlines stated 
that it finds several areas in which Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010, states to ``Install (Kept)'' 
parts. American Airlines stated that no authority is given to replace 
the kept parts with new parts of the same part number and that, during 
the course of the modification, parts may become damaged or lost, 
therefore rendering the kept hardware unserviceable or unavailable for 
installation.
    We agree with the commenter's request. As stated previously, we 
have changed this SNPRM to refer to Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, as the appropriate source 
of service information. Note 11 of paragraph 3.A. (General Information) 
of the Accomplishment Instructions of Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, states that, where the 
work instructions include installation of a kept part, a new or 
serviceable part with the same part number can be installed as an 
alternative to the kept part.

Request To Evaluate Lateral Control Landing Characteristics

    ALPA requested that we evaluate whether the maximum demonstrated 
crosswind characteristics are affected by the lateral control 
modifications proposed by the NPRM (76 FR 30043, May 24, 2011). FedEx 
stated that the current simulator data are based on the original Boeing 
flight test data, which will not accurately represent the lateral 
control characteristics if modified by the proposed AD.
    We have determined that, at the most conservative crosswind case of 
a trim on approach in the maximum demonstrated crosswind (30 knots) 
with zero degree crab angle, the additional wheel required to trim is 
small (six degrees or less); and that the total magnitude of the 
lateral control required to trim is not limiting. The manufacturer has 
stated that it has no plans to make any updates to the airplane flight 
manual, nor a plan to release an updated simulator data package 
regarding crosswind characteristics. We have not changed the SNPRM in 
this regard.

Request for Clarification of Spoiler/Speedbrake Test

    UPS requested clarification of the spoiler/speedbrake control 
system operational test. UPS stated that Boeing Alert Service Bulletin 
757-27A0152, Revision 1, dated June 30, 2010, referenced in the NPRM 
(76 FR 30043, May 24, 2011), does not provide an aircraft maintenance 
manual (AMM) reference for the test.
    We agree to provide clarification. No reference to the AMM is 
needed, because the spoiler/speedbrake control system operational test 
is included in the Accomplishment Instructions of Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013; in a separate 
section titled ``Operational test of the spoiler/speedbrake control 
system.'' We have not changed the SNPRM in this regard.

[[Page 37242]]

FAA's Determination

    We are proposing this SNPRM 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. 
Certain changes described above expand the scope of the NPRM (76 FR 
30043, May 24, 2011). As a result, we have determined that it is 
necessary to reopen the comment period to provide additional 
opportunity for the public to comment on this SNPRM.

Proposed Requirements of This SNPRM

    This SNPRM would require accomplishing the actions specified in 
Boeing Service Bulletin 757-27A0152, Revision 3, dated October 28, 
2013.
    The phrase ``related investigative actions'' is used in this 
proposed AD. ``Related investigative actions'' are follow-on actions 
that (1) are related to the primary actions, and (2) further 
investigate the nature of any condition found. Related investigative 
actions in an AD could include, for example, inspections.
    The phrase ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' correct or address any condition found. 
Corrective actions in an AD could include, for example, repairs.

Costs of Compliance

    We estimate that this will affect 676 airplanes of U.S. registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                        Cost per    Cost on U.S.
                  Action                            Labor cost           Parts cost      product      operators
----------------------------------------------------------------------------------------------------------------
Installation Group 1, Configuration 1 (48  36 work-hours x $85 per            $4,691        $7,751      $372,048
 airplanes).                                hour = $3,060.
Installation Group 2, Configuration 1      33 work-hours x $85 per             4,610         7,415     4,360,020
 (588 airplanes).                           hour = $2,805.
Installation Group 3, Configuration 1 (12  33 work-hours x 85 per hour         4,619         7,424        89,088
 airplanes).                                = $2,805.
Installation Group 4, Configuration 1 (24  33 work-hours x $85 per             4,610         7,415       177,960
 airplanes).                                hour = $2,805.
Installation Group 5, Configuration 1 (4   36 work-hours x $85 per             4,701         7,761        31,044
 airplanes).                                hour = $3,060.
Torque Bracket Assembly and Bond Tests     12 work-hours x $85 per                 0         1,020       689,520
 Groups 1-5, Configuration 2.               hour = $1,020.
General Visual Inspection Groups 1-5,      7 work-hours x $85 per hour             0           595       402,220
 Configuration 3.                           = $595.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs that 
would be required based on the results of the proposed inspection. We 
have no way of determining the number of aircraft that might need these 
repairs:

                           On-Condition Costs
------------------------------------------------------------------------
                                                               Cost per
            Action                Labor cost     Parts cost    product
------------------------------------------------------------------------
Adjust Wire Bundle and         1 work-hour x             $0          $85
 Install Sleeve, Group 1-5,     $85 per hour =
 Configuration 1.               $85.
Inspection, Repair, and        1 work-hour x              0           85
 Installation Change, Group 1-  $85 per hour =
 5, Configuration 2.            $85.
Inspection, Repair,            5 work-hours x             0          425
 Installation Change, and       $85 per hour =
 Test, Group 1-5,               $425.
 Configuration 3.
------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition parts specified in this SNPRM.

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 proposed 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 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 this 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,

[[Page 37243]]

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 adding the following new airworthiness 
directive (AD):

The Boeing Company: Docket No. FAA-2011-0475; Directorate Identifier 
2010-NM-199-AD.

(a) Comments Due Date

    We must receive comments by August 15, 2014.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 757-200, -200PF, -
200CB, and -300 series airplanes, certificated in any category, as 
identified in Boeing Service Bulletin 757-27A0152, Revision 3, dated 
October 28, 2013.

(d) Subject

    Air Transport Association (ATA) of America Code 27, Flight 
Controls.

(e) Unsafe Condition

    This AD was prompted by numerous reports of unintended lateral 
oscillations during the final approach, just before landing. We are 
issuing this AD to reduce the chance of unintended lateral 
oscillations near touchdown, which could result in loss of lateral 
control of the airplane, and consequent airplane damage or injury to 
flight crew and passengers.

(f) Compliance

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

(g) Installation and Inspection

    Within 60 months after the effective date of this AD, do the 
applicable actions specified in paragraphs (g)(1), (g)(2), and 
(g)(3) of this AD.
    (1) For Configuration 1 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Install 
three bracket assemblies and three new relays, and make changes to 
the wire bundles, in accordance with the Accomplishment Instructions 
of Boeing Service Bulletin 757-27A0152, Revision 3, dated October 
28, 2013.
    (2) For Configuration 2 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Torque the 
bracket assembly nuts and ground stud nuts, do bond resistance tests 
to verify that bonding requirements are met, do a general visual 
inspection to ensure that the three new relays do not touch the 
adjacent wire bundles, and do all applicable related investigative 
and corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 757-27A0152, Revision 3, 
dated October 28, 2013. Do all applicable related investigative and 
corrective actions before further flight.
    (3) For Configuration 3 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Do a 
general visual inspection to ensure that the three new relays do not 
touch the adjacent wire bundles, and do all applicable related 
investigative and corrective actions, in accordance with the 
Accomplishment Instructions of Boeing Service Bulletin 757-27A0152, 
Revision 3, dated October 28, 2013. Do all applicable related 
investigative and corrective actions before further flight.

(h) Credit for Previous Actions

    This paragraph provides credit for actions required by paragraph 
(g) of this AD, if those actions were performed before the effective 
date of this AD using Boeing Service Bulletin 757-27A0152, Revision 
2, dated May 25, 2012.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Los Angeles 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 (j)(2) of this AD. 
Information may be emailed to: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Los Angeles ACO, to 
make those findings. For a repair method to be approved, the repair 
must meet the certification basis of the airplane and the approval 
must specifically refer to this AD.

 (j) Related Information

    (1) For more information about this AD, contact Marie Hogestad, 
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, Seattle 
Aircraft Certification Office (ACO), FAA, 1601 Lind Avenue SW., 
Renton, WA 98057-3356; phone: 425-917-6418; fax: 425-917-6590; 
email: [email protected].
    (2) For information about AMOCs for this AD, contact Jen Pei, 
Aerospace Engineer, Systems and Equipment Branch, ANM-130L, Los 
Angeles Aircraft Certification Office (ACO), FAA, 3960 Paramount 
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5320; fax: 562-
627-5210; email: [email protected].
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this service information at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
WA. For information on the availability of this material at the FAA, 
call 425-227-1221.

     Issued in Renton, Washington, on June 24, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-15416 Filed 6-30-14; 8:45 am]
BILLING CODE 4910-13-P