[Federal Register Volume 79, Number 150 (Tuesday, August 5, 2014)]
[Rules and Regulations]
[Pages 45340-45344]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-17548]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2012-0268; Directorate Identifier 2011-NM-129-AD; 
Amendment 39-17914; AD 2014-15-12]
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 adopting a new airworthiness directive (AD) for all The 
Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER series 
airplanes. This AD was prompted by reports of incorrectly installed 
bolts common to the rear spar termination fitting on the horizontal 
stabilizer. This AD requires inspecting for a serial number that starts 
with the letters ``SAIC'' on the left- and right-side horizontal 
stabilizer identification plate; inspecting for correct bolt protrusion 
and chamfer of the bolts of the rear spar termination fitting of the 
horizontal stabilizer, if necessary; inspecting to determine if certain 
bolts are installed, if necessary; and doing related investigative and 
corrective actions if necessary. We are issuing this AD to prevent loss 
of structural integrity of the horizontal stabilizer attachment and 
loss of control of the airplane.

DATES: This AD is effective September 9, 2014.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of September 9, 
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 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-2012-
0268; 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: Nancy Marsh, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6440; fax: 425-917-6590; email: [email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a second supplemental notice of proposed rulemaking 
(SNPRM) to amend 14 CFR part 39 by adding an AD that would apply to all 
The Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER 
series airplanes. The second SNPRM published in the Federal Register on 
December 9, 2013 (78 FR 73744). We preceded the second SNPRM with a 
first SNPRM that published in the Federal Register on March 7, 2013 (78 
FR 14734). We preceded the first SNPRM with a notice of proposed 
rulemaking (NPRM) that published in the Federal Register on March 20, 
2012 (77 FR 16188).
    The NPRM proposed to require inspecting for a serial number that 
starts with the letters ``SAIC'' on the left- and right-side horizontal 
stabilizer identification plate; a detailed inspection for correct bolt 
protrusion and chamfer of the termination fitting bolts of the 
horizontal stabilizer rear spar, if necessary; inspecting to determine 
if certain bolts are installed, if necessary, and related investigative 
and corrective actions if necessary. The NPRM also proposed to require 
repetitive inspections for cracking of the termination fitting at 
certain bolt locations, and repair if necessary. The NPRM was prompted 
by reports of incorrectly installed bolts common to the rear spar 
termination fitting on the horizontal stabilizer. The first SNPRM 
revised the NPRM by adding airplanes to the applicability. The second 
SNPRM

[[Page 45341]]

proposed to revise the applicable thresholds from flight cycles on the 
airplane to flight cycles accumulated on the affected horizontal 
stabilizer.
    We are issuing this AD to prevent loss of structural integrity of 
the horizontal stabilizer attachment and loss of control of the 
airplane.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We have considered the comments received on the second SNPRM 
(78 FR 73744, December 9, 2013).

Request To Provide Instructions To Correct Errors in Service 
Information

    Europe Airpost requested that a note be included in the second 
SNPRM (78 FR 73744, December 9, 2013) to clarify the instructions for 
the re-installation of gap covers of the horizontal stabilizer and for 
the re-installation of the lower inboard trailing edge panels and the 
lower aft in-spar access doors if removed to perform actions. Europe 
Airpost stated that two of the four gap covers removed in Part 1, Steps 
f.(1) and f.(2), of Boeing Service Bulletin 737-55-1090, dated March 
30, 2011, have different part numbers than the part numbers listed in 
the re-installation instructions in Part 9, ``Close Access,'' of Boeing 
Service Bulletin 737-55-1090, dated March 30, 2011. Europe Airpost also 
stated that Boeing Service Bulletin 737-55-1090, dated March 30, 2011, 
does not include instructions for the re-installation of trailing edge 
panels and access doors near the horizontal stabilizer.
    We agree with the request for the reason provided. Boeing Service 
Bulletin 737-55-1090, dated March 30, 2011, does not specify the 
correct gap cover numbers for the re-installation of the gap covers and 
does not specify adequate procedures for re-installation of the access 
doors and trailing edge panels. We have determined that operators may 
use their own maintenance procedures to accomplish the re-installation 
of the gap covers, access doors, and trailing edge panels. Therefore, 
we have added new paragraph (j)(6) to this final rule regarding the re-
installation of gap covers, access doors, and trailing edge panels. 
Paragraph (j)(6) of this final rule indicates that any instructions 
specified in Boeing Service Bulletin 737-55-1090, dated March 30, 2011, 
regarding the removal and re-installation of gap covers, trailing edge 
panels, and access doors are not required by this AD.

Request To Identify Horizontal Stabilizers Using Serial Numbers

    Boeing requested that the second SNPRM (78 FR 73744, December 9, 
2013) be revised to allow identification of discrepant horizontal 
stabilizers using a list of SAIC serial numbers that Boeing stated it 
would provide. Boeing stated that using a list of specific serial 
numbers of suspect horizontal stabilizers would provide relief to 
operators from having to inspect stabilizers on airplanes prior to line 
number (L/N) 1556.
    We do not agree with the request because, although a list of SAIC 
serial numbers identifying the suspect horizontal stabilizers may 
relieve operators from inspecting all airplanes prior to L/N 1556 to 
locate discrepant parts, no such list has been provided to the FAA. 
Boeing may submit this information to the FAA for approval as an 
alternative method of compliance (AMOC) using the procedures defined in 
paragraph (l) of this final rule. We have not changed this final rule 
in this regard.

Request To Revise Certain Terminology

    Boeing and Southwest Airlines (Southwest) requested that the use of 
the word ``install'' in paragraph (k), ``Parts Installation 
Prohibition,'' of the second SNPRM (78 FR 73744, December 9, 2013) be 
clarified by noting that the word ``install'' means replace in this 
context. Southwest stated that use of the word ``install'' in paragraph 
(k) effectively reduces the compliance time to perform the inspections 
in paragraphs (g) and (h) of the second SNPRM, if the horizontal 
stabilizer is removed for any reason. Without added clarification, this 
could be interpreted to mean that any time a stabilizer is removed from 
an airplane for reasons not associated with this AD, and then re-
installed on the same airplane, the inspections specified by paragraph 
(k) of the second SNPRM must immediately be accomplished.
    We agree to provide clarification. The intent of the ``Parts 
Replacement Limitation'' specified in paragraph (k) of this final rule 
is that operators replace parts with good parts rather than bad parts. 
Although the word ``install'' is generally considered to be broader 
than the word ``replace,'' for purposes of this AD, it should be 
interpreted as meaning ``replace'' while remaining within the spirit 
and intent of the AD. Therefore, simply reinstalling the same part 
during maintenance activities is acceptable for compliance with 
paragraph (k) of this final rule for that reinstallation.

Request To Clarify Applicability

    Southwest and All Nippon Airways (ANA) requested that paragraphs 
(g) and (h) of the second SNPRM (78 FR 73744, December 9, 2013) be 
clarified to specify which airplanes are subject to the proposed 
requirements. Southwest and ANA requested that paragraph (g)(2) of the 
second SNPRM be re-worded to state that any horizontal stabilizer that 
can be shown to have been delivered on an airplane having a line number 
after L/N 1556, through use of delivery documentation, should not 
require inspection, regardless of where that stabilizer is currently 
installed. Southwest stated that if it can verify that the horizontal 
stabilizer was originally delivered on an airplane having a line number 
after L/N 1556, then that stabilizer should not require any inspections 
in accordance with paragraph (g) of the second SNPRM. ANA stated that, 
on L/N 1556 and subsequent airplanes delivered with a correct 
horizontal stabilizer, no inspection is necessary provided the 
horizontal stabilizer is not rotated among the fleet. ANA requested 
that the inspections in paragraphs (g) and (h) of the second SNPRM be 
limited to airplanes delivered prior to the effective date of this AD.
    We agree that the inspection requirements specified by paragraphs 
(g) and (h) in this final rule should be limited to airplanes delivered 
prior to the effective date of this AD provided the horizontal 
stabilizer has not been rotated among the fleet. We revised the 
exceptions provided by paragraphs (j)(4) and (j)(5) of this final rule 
to limit the applicability of those paragraphs by replacing the phrase 
``airplanes, regardless of line number'' with the phrase ``airplanes, 
with original airworthiness certificate or original export certificate 
of airworthiness dated before the effective date of this AD.''
    We have changed this final rule by adding paragraph (g)(3), which 
states:

    If a serial number starting with the letters ``SAIC'' is found 
on a horizontal stabilizer identification plate on any airplane, and 
the serial number of the horizontal stabilizer is the same as stated 
in the delivery documentation of an airplane having a line number 
after L/N 1556, no further action is required by paragraph (g) of 
this AD for that horizontal stabilizer only.

    We did not include L/N 1556, as requested by ANA, because L/N 1556 
might be affected by the identified unsafe condition and therefore, 
must be inspected. We have redesignated paragraph (g)(3) of the second 
SNPRM as paragraph (g)(4) of this final rule.

[[Page 45342]]

Request To Include Inspection of Additional Part Numbered Bolt

    Southwest and Delta Airlines requested that paragraphs (g)(3) and 
(j)(3) of the second SNPRM (78 FR 73744, December 9, 2013) include 
inspection of bolts having part number (P/N) BACB30XL so additional 
inspections and AMOCs will not be required if these alternative 
production bolts are found installed on an airplane. Delta stated that 
the AD needs to address the P/N BACB30XL bolts or wait until the 
service information is revised.
    We do not agree with the request because Boeing Service Bulletin 
737-55-1090, dated March 30, 2011, provides specific inspection 
criteria and measurements that are applicable only to bolts having P/N 
BACB30US. These criteria cannot be directly applied to bolts having P/N 
BACB30XL. The manufacturer plans to revise the service information to 
include bolts having P/N BACB30XL. However, to delay this final rule 
would be inappropriate because we have determined an unsafe condition 
exists and Boeing Service Bulletin 737-55-1090, dated March 30, 2011, 
addresses the unsafe condition for bolts having P/N BACB30US. When the 
revised service information is available, we will review the service 
information and may approve the revised instructions as an AMOC to this 
final rule. We have not changed this final rule in this regard.

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 
second SNPRM (78 FR 73744, December 9, 2013) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the second SNPRM (78 FR 73744, December 9, 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 1,147 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                       Cost on
                  Action                              Labor cost            Parts cost    Cost per       U.S.
                                                                                          product     operators
----------------------------------------------------------------------------------------------------------------
Inspection................................  1 work-hour x $85 per hour =            $0          $85      $97,495
                                             $85 per inspection cycle.
Replacement of bolts......................  17 work-hours x $85 per hour         1,530        2,975    3,412,325
                                             = $1,445.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
a cost estimate 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

    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 adding the following new airworthiness 
directive (AD):

2014-15-12 The Boeing Company: Amendment 39-17914; Docket No. FAA-
2012-0268; Directorate Identifier 2011-NM-129-AD.

(a) Effective Date

    This AD is effective September 9, 2014.

(b) Affected ADs

    None.

(c) Applicability

    (1) This AD applies to all The Boeing Company Model 737-600, -
700, -700C, -800, -900, and -900ER series airplanes, certificated in 
any category.
    (2) Installation of Supplemental Type Certificate (STC) 
ST00830SE (http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/408E012E008616A7862578880060456C?OpenDocument&Highlight=st00830se) 
does not affect the ability to accomplish the actions required by 
this AD. Therefore, for airplanes on which

[[Page 45343]]

STC ST00830SE is installed, a ``change in product'' alternative 
method of compliance (AMOC) approval request is not necessary to 
comply with the requirements of 14 CFR 39.17.

(d) Subject

    Air Transport Association (ATA) of America Code 55, Stabilizers.

(e) Unsafe Condition

    This AD was prompted by reports of incorrectly installed bolts 
common to the rear spar termination fitting on the horizontal 
stabilizer. We are issuing this AD to prevent loss of structural 
integrity of the horizontal stabilizer attachment and loss of 
control of the airplane.

(f) Compliance

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

(g) Inspecting the Horizontal Stabilizer and Corrective Actions

    For Group 1 and Group 2 airplanes identified in Boeing Service 
Bulletin 737-55-1090, dated March 30, 2011, except as provided by 
paragraphs (j)(4) and (j)(5) of this AD: Except as provided by 
paragraphs (i) and (j) of this AD, at the applicable times specified 
in paragraph 1.E., ``Compliance,'' of Boeing Service Bulletin 737-
55-1090, dated March 30, 2011, do an inspection for a serial number 
that starts with the letters ``SAIC'' on the identification plates 
of the left- and right-side horizontal stabilizers, in accordance 
with the Accomplishment Instructions of Boeing Service Bulletin 737-
55-1090, dated March 30, 2011. A review of manufacturer delivery and 
operator maintenance records is acceptable to make the determination 
specified in this paragraph if the serial number can be conclusively 
identified from that review.
    (1) If no ``SAIC'' serial number is found, no further action is 
required by paragraph (g) of this AD.
    (2) If a serial number starting with the letters ``SAIC'' is 
found on a horizontal stabilizer identification plate on an airplane 
after line number (L/N) 1556, and the serial number of the 
horizontal stabilizer is the same as stated in the delivery 
documentation of the airplane, no further action is required by 
paragraph (g) of this AD for that horizontal stabilizer only.
    (3) If a serial number starting with the letters ``SAIC'' is 
found on a horizontal stabilizer identification plate on any 
airplane, and the serial number of the horizontal stabilizer is the 
same as stated in the delivery documentation of an airplane having a 
line number after L/N 1556, no further action is required by 
paragraph (g) of this AD for that horizontal stabilizer only.
    (4) If a serial number starting with the letters ``SAIC'' is 
found on a horizontal stabilizer identification plate, except as 
specified in paragraphs (g)(2) and (g)(3) of this AD: Except as 
provided by paragraphs (i) and (j) of this AD, at the applicable 
times specified in paragraph 1.E., ``Compliance,'' of Boeing Service 
Bulletin 737-55-1090, dated March 30, 2011, do a detailed inspection 
for correct bolt protrusion and correct chamfer of the termination 
fitting bolts of the horizontal stabilizer rear spar, in accordance 
with the Accomplishment Instructions of Boeing Service Bulletin 737-
55-1090, dated March 30, 2011. Concurrently with the detailed 
inspection, inspect to determine if any bolt other than part number 
(P/N) BACB30US14K() or BACB30US16K(), as applicable, is installed. 
Before further flight, do all applicable related investigative and 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 737-55-1090, dated March 30, 
2011.

(h) High Frequency Eddy Current (HFEC) and Ultrasonic Inspections of 
Termination Fitting and Repair

    For airplanes identified in paragraph (g)(4) of this AD at any 
location where a new bolt having a P/N BACB30US14K() is installed as 
corrective action for damage found during any inspection required by 
paragraph (g) of this AD: Except as provided by paragraphs (i) and 
(j) of this AD, at the times specified in paragraph 1.E., 
``Compliance,'' of Boeing Service Bulletin 737-55-1090, dated March 
30, 2011, do HFEC and ultrasonic inspections for cracking of the 
forward and aft sides of the termination fitting, in accordance with 
the Accomplishment Instructions of Boeing Service Bulletin 737-55-
1090, dated March 30, 2011. If any crack is found in any termination 
fitting: Before further flight, repair using a method approved in 
accordance with the procedures specified in paragraph (l) of this 
AD. Repeat the HFEC and ultrasonic inspections thereafter at 
intervals not to exceed 3,500 flight cycles on the horizontal 
stabilizer.

(i) Clarification of Compliance Time

    Where the compliance times stated in Boeing Service Bulletin 
737-55-1090, dated March 30, 2011, are ``total flight cycles,'' the 
compliance time in this AD is total flight cycles accumulated on the 
horizontal stabilizer since new.

(j) Exceptions to Service Information Specifications

    (1) Where Boeing Service Bulletin 737-55-1090, dated March 30, 
2011, specifies a compliance time ``after the original issue date on 
the service bulletin,'' this AD requires compliance within the 
specified compliance time after the effective date of this AD.
    (2) Where Figure 1 of Boeing Service Bulletin 737-55-1090, dated 
March 30, 2011, points to the location of a part number rather than 
the serial number, this AD requires an inspection for an 
identification plate with a serial number that starts with the 
letters ``SAIC.''
    (3) If, during any inspection required by paragraphs (g) and (h) 
of this AD, any bolt other than P/N BACB30US14K() or BACB30US16K(), 
as applicable, is found: Before further flight, repair using a 
method approved in accordance with the procedures specified in 
paragraph (l) of this AD.
    (4) Where Boeing Service Bulletin 737-55-1090, dated March 30, 
2011, identifies Group 1 airplanes as 737-600, -700, -800, and -900 
airplanes having line numbers 379 through 1556 inclusive, this AD 
specifies Group 1 airplanes as 737-600, -700, -800, -900, and -900ER 
airplanes ``with original airworthiness certificate or original 
export certificate of airworthiness dated before the effective date 
of this AD.''
    (5) Where Boeing Service Bulletin 737-55-1090, dated March 30, 
2011, identifies Group 2 airplanes as 737-700C airplanes having line 
number 496 through 1548 inclusive, this AD specifies Group 2 
airplanes as 737-700C airplanes ``with original airworthiness 
certificate or original export certificate of airworthiness dated 
before the effective date of this AD.''
    (6) Any instructions specified in Boeing Service Bulletin 737-
55-1090, dated March 30, 2011, regarding the removal and re-
installation of gap covers, trailing edge panels, and access doors 
are not required by this AD.

(k) Parts Replacement Limitation

    As of the effective date of this AD, no person may install a 
horizontal stabilizer on any airplane included in the applicability 
of this AD, unless the horizontal stabilizer has been inspected and 
any applicable corrective actions have been done in accordance with 
paragraphs (g) and (h) of 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) 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, 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.

(m) Related Information

    For more information about this AD, contact Nancy Marsh, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6440; fax: 425-917-6590; email: 
[email protected].

(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.

[[Page 45344]]

    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Service Bulletin 737-55-1090, dated March 30, 2011.
    (ii) Reserved.
    (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.
    (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 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on July 17, 2014.
John P. Piccola,
Acting Manager, Manager, Transport Airplane Directorate, Aircraft 
Certification Service.
[FR Doc. 2014-17548 Filed 8-4-14; 8:45 am]
BILLING CODE 4910-13-P