[Federal Register Volume 85, Number 85 (Friday, May 1, 2020)]
[Proposed Rules]
[Pages 25348-25352]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-09114]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2019-0705; Product Identifier 2019-NM-098-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening
of comment period.
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SUMMARY: The FAA is revising an earlier proposal for certain The Boeing
Company Model 737-600, -700, -700C, -800, and -900 series airplanes.
This action revises the notice of proposed rulemaking (NPRM) by
revising certain inspections to provide the correct thickness callouts
for the fuselage skin and bear strap. The FAA is proposing this
airworthiness directive (AD) to address the unsafe condition on these
products. Since these actions would impose an additional burden over
that in the NPRM, the FAA is reopening the comment period to allow the
public the chance to comment on these changes.
DATES: The comment period for the NPRM published in the Federal
Register on October 1, 2019 (84 FR 52047), is reopened.
The FAA must receive comments on this SNPRM by June 15, 2020.
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 https://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 SNPRM, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600; phone:
562-797-1717; internet: https://www.myboeingfleet.com. You may view
this service information at the FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call 206-
231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-
0705.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-
0705; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this SNPRM, the regulatory evaluation, any comments received, and other
information. The street address for Docket Operations is listed above.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Michael Bumbaugh, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206-231-3522; email:
[email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
[[Page 25349]]
under the ADDRESSES section. Include ``Docket No. FAA-2019-0705;
Product Identifier 2019-NM-098-AD'' at the beginning of your comments.
The FAA specifically invites comments on the overall regulatory,
economic, environmental, and energy aspects of this SNPRM. The FAA will
consider all comments received by the closing date and may amend this
SNPRM because of those comments.
The FAA will post all comments, without change, to https://www.regulations.gov, including any personal information you provide.
The FAA will also post a report summarizing each substantive verbal
contact received about this SNPRM.
Discussion
The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that
would apply to certain The Boeing Company Model 737-600, -700, -700C, -
800, and -900 series airplanes. The NPRM published in the Federal
Register on October 1, 2019 (84 FR 52047). The NPRM was prompted by
reports of cracks in the bear strap between certain stations, sometimes
common to fasteners in the gap cover and emanating from rough sanding
marks found on the surface of the bear strap. The NPRM proposed to
require inspections of the fuselage skin and bear strap at the forward
galley door between certain stations for cracks, and applicable on-
condition actions.
Actions Since the NPRM Was Issued
Since the FAA issued the NPRM, the FAA has determined that, for
certain inspections specified in the proposed AD, certain thickness
callouts for the fuselage skin and bear strap were incorrect.
Therefore, the FAA has determined the correct thickness callouts must
be included in those inspections.
Comments
The FAA gave the public the opportunity to comment on the NPRM. The
following presents the comments received on the NPRM and the FAA's
response to each comment.
Effect of Winglets on Accomplishment of the Proposed Actions
Aviation Partners Boeing stated that accomplishing Supplemental
Type Certificate (STC) ST00830SE does not affect the actions specified
in the proposed AD.
The FAA concurs with the commenter. The FAA has redesignated
paragraph (c) of the proposed AD as paragraph (c)(1) of this AD and
added paragraph (c)(2) to this AD to state that installation of STC
ST00830SE does not affect the ability to accomplish the actions
required by this AD. Therefore, for airplanes on which 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.
Request To Include Updated Service Information
Boeing requested that the FAA revise the NPRM to include a later
revision of the service information. Boeing pointed out that the skin
and bear strap thicknesses referenced in Boeing Alert Requirements
Bulletin 737-53A1383 RB, dated May 9, 2019, were incorrectly specified
as 0.0710 inches and 0.10 inches respectively, which affects the proper
calibration of the inspection probe. Boeing stated that the correct
skin and bear strap thicknesses should be 0.100 inches and 0.090 inches
respectively. Boeing also mentioned that a new revision to the service
information that corrects the skin and bear strap thicknesses was being
coordinated with the FAA.
The FAA agrees for the reasons provided. Therefore, the FAA has
included Boeing Alert Requirements Bulletin 737-53A1383 RB, Revision 1,
dated February 19, 2020, as the appropriate source of service
information for doing the actions specified in this SNPRM.
Additionally, the FAA has also included paragraph (i) of this SNPRM to
allow credit for actions accomplished before the effective date of this
AD, using Boeing Alert Requirements Bulletin 737-53A1383 RB, dated May
9, 2019, provided that for airplanes on which Option 2, Condition 4,
has been done (no external repair and have done the external low
frequency eddy current (LFEC) inspection of the forward galley door
bear strap and external high frequency eddy current (HFEC) inspection
of the fuselage skin for any crack), operators also do the external
LFEC inspection of the forward galley door bear strap and external HFEC
inspection of the fuselage skin for any crack identified in accordance
with Figure 4 of the Accomplishment Instructions of Boeing Alert
Requirements Bulletin 737-53A1383 RB, Revision 1, dated February 19,
2020, and do all applicable on-condition actions.
Request for Credit for Actions Accomplished Prior to the Effective Date
Alaska Airlines (AAL), United Airlines (UAL), and Delta Air Lines
(DAL) requested that the FAA provide credit for accomplishing the
actions specified in paragraph (g) of the proposed AD prior to the
effective date of this AD in accordance with Boeing Alert Requirements
Bulletin 737-53A1383 RB, dated May 9, 2019 (which was referred to as
the appropriate source of information for doing the actions required by
paragraph (g) of the proposed AD).
The FAA acknowledges the commenter's requests and agrees to
clarify. As previously stated, the FAA has included Boeing Alert
Requirements Bulletin 737-53A1383 RB, Revision 1, dated February 19,
2020, as the appropriate source of service information for doing the
actions specified in this SNPRM. The FAA has also included paragraph
(i) of this SNPRM to allow credit for actions accomplished before the
effective date of this SNPRM, using Boeing Alert Requirements Bulletin
737-53A1383 RB, dated May 9, 2019, provided, for certain airplanes,
that certain actions are done.
Request To Exclude a Certain Inspection of Certain Repaired Areas
DAL requested that the proposed AD be revised to exclude an
internal surface HFEC inspection in areas that were repaired if the
repair met certain conditions. DAL noted that the design approval
holder has specifically recommended that the surface HFEC inspection
not be required if certain repairs have been accomplished, however,
those repairs must have been installed after the original issue date of
Boeing Alert Requirements Bulletin 737-53A1383 RB and must have been
approved by The Boeing Company Organization Designation Authorization
(ODA) via FAA Form 8100-9. DAL asked that such repairs be approved as
AMOCs, regardless of when the repair was installed.
The FAA agrees to clarify. Paragraph (h)(1) of this AD allows using
the notes and flag notes in Boeing Alert Requirements Bulletin 737-
53A1383 RB, Revision 1, dated February 19, 2020, as written. This means
that, for actions done ``after the original issue date of Boeing Alert
Requirements Bulletin 737-53A1383 RB'' operators are not required to do
the internal surface HFEC in areas where the repair covers the affected
inspection zone, provided the repair meets the conditions specified in
Boeing Alert Requirements Bulletin 737-53A1383 RB, Revision 1, dated
February 19, 2020. Operators do not need to obtain an AMOC to use this
provision, provided the repair meets the conditions specified in Boeing
Alert
[[Page 25350]]
Requirements Bulletin 737-53A1383 RB, Revision 1, dated February 19,
2020.
However, the FAA notes that this provision does not extend to
repairs that were done before the original issue date of Boeing Alert
Requirements Bulletin 737-53A1383 RB. Under the provisions of paragraph
(i) of this AD, the FAA will consider requests for approval of repairs
in this area that affect compliance with this AD and were done before
the original issue date of Boeing Alert Requirements Bulletin 737-
53A1383 RB if sufficient data are submitted to substantiate that the
repair would provide an acceptable level of safety. The FAA has not
changed this SNPRM regarding this issue.
Request for AMOC for Repairs Accomplished Before Service Information
Publication
Southwest Airlines (SWA) requested that the FAA include previously
accomplished repairs for the crack condition identified in Boeing Alert
Requirements Bulletin 737-53A1383 RB as an approved AMOC, including
repairs accomplished before the original issue date of Boeing Alert
Requirements Bulletin 737-53A1383 RB. SWA mentioned that its fleet has
repaired many crack conditions common to the inspection area specified
in Boeing Alert Requirements Bulletin 737-53A1383 RB, and that most of
those repairs were accomplished before Boeing Alert Requirements
Bulletin 737-53A1383 RB, was released. SWA also pointed out that those
repairs were approved via FAA Form 8100-9.
The FAA disagrees with the commenter's request. Note (b) to Tables
1 and 2 in Boeing Alert Requirements Bulletin 737-53A1383 RB is
intended to address repairs that were designed as corrective actions to
the unsafe condition addressed in the service information and this AD,
are approved by The Boeing Company ODA, and include a follow-on
inspection program. For this reason, the FAA allows FAA Form 8100-9 for
approved repairs that meet all criteria specified in note (b) to Tables
1 and 2 in Boeing Alert Requirements Bulletin 737-53A1383 RB to be
exempted from the inspections in those repaired areas, but does not
allow just any FAA-approved repair to be exempted from these required
inspections. However, under the provisions of paragraph (i) of this AD,
the FAA will consider requests for approval of certain repairs in this
area that affect compliance with this AD if sufficient data are
submitted to substantiate that the repair would provide an acceptable
level of safety. The FAA has not changed this SNPRM regarding this
issue.
Request To Clarify Acceptable Previous Repairs
Qantas Airways LTD (Qantas) requested that the FAA clarify whether
certain blend repairs would require approval of a new FAA Form 8100-9,
to reauthorize the existing repairs. Qantas pointed out that the
criteria for the general visual inspection is ``any repair.'' Qantas
also mentioned that a blend repair to a small depth may not be
detectable with a general visual inspection (as specified in Boeing
Alert Requirements Bulletin 737-53A1383 RB) because the area is shot or
flap peened after blending.
The FAA agrees to clarify. Boeing Alert Requirements Bulletin 737-
53A1383 RB specifies certain repairs that do not require additional
contact with The Boeing Company ODA or the FAA. Those certain repairs
are specified in note (a) to Table 1 and notes (a) and (b) to Table 2
of Boeing Alert Requirements Bulletin 737-53A1383 RB as: Fuselage skin
blend out within the 737-600 structural repair manual (SRM) 53-00-01,
737-700 SRM 53-00-01, 737-700CONV SRM 53-00-01, 737-700IGW (BBJ) SRM
53-00-01, 737-800 SRM 53-00-01, 737-800BCF SRM 53-00-01, or 737-900 SRM
53-00-01 allowable damage. Any existing repair that is not specified in
that section would require additional contact with The Boeing Company
ODA or the FAA. The FAA has not changed this SNPRM regarding this
issue.
Request To Clarify Exception to the Service Information
Qantas requested that the FAA clarify the intent of the exception
to the service information specified in paragraph (h)(2) of the
proposed AD. Qantas mentioned its perception that when Boeing Alert
Requirements Bulletin 737-53A1383 RB, specifies that ``It is not
required to contact Boeing,'' that the NPRM then requires the operator
to contact The Boeing Company ODA.
The FAA agrees to clarify. Boeing Alert Requirements Bulletin 737-
53A1383 RB specifies certain conditions, where contact with Boeing is
unnecessary. Whereas, the exception specified in paragraph (h)(2) of
this SNPRM, states that if Boeing Alert Requirements Bulletin 737-
53A1383 RB, specifies to contact Boeing for repair instructions or for
alternative inspections, this SNPRM requires doing the repair, or doing
the alternative inspections and applicable on-condition actions using a
method approved as an AMOC. The exception in paragraph (h)(2) of this
AD, therefore, does not affect the statements in Boeing Alert
Requirements Bulletin 737-53A1383 RB, that specify ``It is not required
to contact Boeing.'' The FAA has not changed this SNPRM regarding this
issue.
Request To Allow Alternate Inspection Procedure
Structural Monitoring Systems PLC (SMS) requested that the FAA
allow the use of SMS comparative vacuum monitoring (CVM) structural
monitoring sensors (and a CVM nondestructive testing procedure (NDT))
as an alternative to the HFEC inspections of the bear strap. SMS also
requested that for the CVM NDT procedure, the FAA set a repetitive
inspection frequency to 18,000 flight cycles to reduce the level of
repair burden on the operator when a crack is discovered. SMS also
requested that the CVM structural monitoring sensors be used to
periodically monitor any crack propagation, using damage tolerant
assessment data to determine the point of reaching the residual
strength capability limit, noting that this is a similar practice to
that used on engines. SMS stated that the structural monitoring sensors
are less intrusive, require less time to access, and take less time to
inspect, while providing an equal level of safety to the proposed HFEC
inspection method. SMS further specified that a CVM NDT inspection
method can be applied three times (or more) more frequently than the
proposed HFEC inspection, while still being less time consuming,
because there is no further disassembly/assembly after initial sensor
installation. SMS then mentioned that it (SMS) would perform any
specific evaluation or testing required by the FAA to demonstrate
standard 90 percent probability of detection with 95 percent confidence
for the application. SMS mentioned a recent FAA statement acknowledging
``that an aircraft structure which is subject to damage tolerance
assessment can be considered safe while continuing to operate with an
existing [undetected] crack.'' SMS specified the belief that the direct
quote expresses a philosophy that is supportive of using the CVM
structural monitoring sensors, and would allow operators to operate the
aircraft until such time as the residual strength capability is
reached, using an appropriate inspection interval.
The FAA disagrees with the request to mandate CVM structural
monitoring sensors, a repetitive CVM NDT procedure with an 18,000
flight cycle compliance time, and periodic
[[Page 25351]]
monitoring of crack propagation. SMS did not provide sufficient
substantiation to show the effectivity of CVM technology for this
application. Therefore, the FAA cannot specify or allow that technology
and inspection method as an alternative to those specified in this
SNPRM. The FAA has not changed this SNPRM regarding this issue. Once
the final rule is published, any person may request approval of an
alternative method of compliance (AMOC) under the provisions of
paragraph (j) of this AD.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 737-53A1383 RB,
Revision 1, dated February 19, 2020. This service information describes
procedures for inspecting for cracks of the fuselage skin and bear
strap at the forward galley door between certain stations, through the
use of two alternative inspection methods: (1) Internal and external
general visual inspections and internal surface HFEC inspections, and
(2) external general visual and external eddy current inspections, and
applicable on-condition actions. On-condition actions include
inspections for cracks, HFEC inspections for cracks, LFEC inspections
for cracks, and repair, depending on the inspection method selected.
This service information is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section.
FAA's Determination
The FAA is proposing this AD because the FAA 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 revisions to the service information described
above expand the scope of the NPRM. As a result, the FAA has 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 the
service information described previously. This proposed AD would also
allow credit for airplanes that have done Option 2, Condition 4, as
specified in Boeing Alert Requirements Bulletin 737-53A1383 RB, dated
May 9, 2019, provided that those airplanes do additional inspections.
For information on the procedures and compliance times, see this
service information at https://www.regulations.gov by searching for and
locating Docket No. FAA-2019-0705.
Costs of Compliance
The FAA estimates that this proposed AD affects 752 airplanes of
U.S. registry. The FAA estimates the following costs to comply with
this proposed AD:
Estimated Costs for Required Actions: Option 1
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Internal general visual 11 work-hours x $85 $0 $935............... $703,120.
inspection. per hour = $935.
External general visual 1 work-hour x $85 0 85................. 63,920.
inspection. per hour = $85.
Internal Surface HFEC inspections 3 work-hours x $85 0 255 per inspection 191,760 per
per hour = $255 cycle. inspection cycle.
per inspection
cycle.
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Estimated Costs for Required Actions: Option 2
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Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
External general visual 1 work-hour x $85 $0 $85................ $63,920.
inspection. per hour = $85.
External LFEC and HFEC 18 work-hours x $85 0 1,530 per 1,150,560 per
inspections. per hour = $1,530 inspection cycle. inspection cycle.
per inspection
cycle.
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The FAA has received no definitive data that would enable the
agency 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.
The FAA is 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
The FAA 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) Will not affect intrastate aviation in Alaska, 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.
[[Page 25352]]
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 adding the following new airworthiness
directive (AD):
The Boeing Company: Docket No. FAA-2019-0705; Product Identifier
2019-NM-098-AD.
(a) Comments Due Date
The FAA must receive comments by June 15, 2020.
(b) Affected ADs
None.
(c) Applicability
(1) This AD applies to The Boeing Company Model 737-600, -700, -
700C, -800, and -900 series airplanes, certificated in any category,
as identified in Boeing Alert Requirements Bulletin 737-53A1383 RB,
Revision 1, dated February 19, 2020.
(2) Installation of Supplemental Type Certificate (STC)
ST00830SE does not affect the ability to accomplish the actions
required by this AD. Therefore, for airplanes on which 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 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of cracks in the bear strap from
station (STA) 290 to STA 296, and between S-8R and S-9R, sometimes
common to fasteners in the gap cover and emanating from rough
sanding marks found on the surface of the bear strap. The FAA is
issuing this AD to address cracking of the bear strap, which could
result in severing of the bear strap, possibly leading to
uncontrolled decompression of the airplane and loss of structural
integrity of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 737-53A1383 RB, Revision 1, dated
February 19, 2020, do all applicable actions identified in, and in
accordance with, the Accomplishment Instructions of Boeing Alert
Requirements Bulletin 737-53A1383 RB, Revision 1, dated February 19,
2020.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
737-53A1383, Revision 1, dated February 19, 2020, which is referred
to in Boeing Alert Requirements Bulletin 737-53A1383 RB, Revision 1,
dated February 19, 2020.
(h) Exceptions to Service Information Specifications
(1) Where Boeing Alert Requirements Bulletin 737-53A1383 RB,
Revision 1, dated February 19, 2020, uses the phrase ``the original
issue date of Requirements Bulletin 737-53A1383 RB,'' this AD
requires using ``the effective date of this AD,'' except where
Boeing Alert Requirements Bulletin 737-53A1383 RB, Revision 1, dated
February 19, 2020, uses the phrase ``the original issue date of
Requirements Bulletin 737-53A1383 RB'' in a note or flag note.
(2) Where Boeing Alert Requirements Bulletin 737-53A1383 RB,
Revision 1, dated February 19, 2020, specifies contacting Boeing for
repair instructions or for alternative inspections: This AD requires
doing the repair, or doing the alternative inspections and
applicable on-condition actions, using a method approved in
accordance with the procedures specified in paragraph (j) of this
AD.
(i) Credit for Previous Actions
This paragraph provides credit for the actions specified in
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD, using Boeing Alert Requirements Bulletin
737-53A1383 RB, dated May 9, 2019, except for airplanes on which
Option 2, Condition 4 has been done. For airplanes on which Option
2, Condition 4, has been done, credit is given provided operators do
the external low frequency eddy current (LFEC) inspection of the
forward galley door bear strap and external high frequency eddy
current (HFEC) inspection of the fuselage skin for any crack in
accordance with Figure 4 of the Accomplishment Instructions of
Boeing Alert Requirements Bulletin 737-53A1383 RB, Revision 1, dated
February 19, 2020. The compliance time for accomplishing these
actions is at the later of the time specified in paragraphs (i)(1)
and (2) of this AD. Do all applicable on-condition actions
identified in, and in accordance with, the Accomplishment
Instructions of Boeing Alert Requirements Bulletin 737-53A1383 RB,
Revision 1, dated February 19, 2020, at the applicable times
specified in the ``Compliance'' paragraph of Boeing Alert
Requirements Bulletin 737-53A1383 RB, Revision 1, dated February 19,
2020.
(1) Before 15,000 total flight cycles.
(2) Within 6,000 flight cycles after the effective date of this
AD.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO Branch, 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 certification office, send it to the attention of the
person identified in paragraph (k)(1) 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, modification, or alteration required by this AD
if it is approved by The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, Seattle
ACO Branch, FAA to make those findings. To be approved, the repair
method, modification deviation, or alteration deviation must meet
the certification basis of the airplane, and the approval must
specifically refer to this AD.
(k) Related Information
(1) For more information about this AD, contact Michael
Bumbaugh, Aerospace Engineer, Airframe Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax:
206-231-3522; email: [email protected].
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; phone: 562-797-1717; internet: https://www.myboeingfleet.com.
You may view this referenced service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For information on the availability
of this material at the FAA, call 206-231-3195.
Issued on April 20, 2020.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2020-09114 Filed 4-30-20; 8:45 am]
BILLING CODE 4910-13-P