AD 2014-01-05
Recurring
final rule
Applicability
| Type | Manufacturer | Model | Details |
|---|---|---|---|
| aircraft | The Boeing Company | 737-100 Series | Airworthiness Directives; the Boeing Company Airplanes |
| aircraft | The Boeing Company | 737-200 Series | Airworthiness Directives; the Boeing Company Airplanes |
| aircraft | The Boeing Company | 737-200C Series | Airworthiness Directives; the Boeing Company Airplanes |
| aircraft | The Boeing Company | 737-300 Series | Airworthiness Directives; the Boeing Company Airplanes |
| aircraft | The Boeing Company | 737-400 Series | Airworthiness Directives; the Boeing Company Airplanes |
| aircraft | The Boeing Company | 737-500 Series | Airworthiness Directives; the Boeing Company Airplanes |
Unsafe Condition
Cracks in stringer splices at body station STA 360 and STA 908, between stringer (S) S-10L and S-10R; cracks in butt straps between S-5L and S-3L, and S-3R and S-5R; vertical chem-mill fuselage skin cracks at certain butt joints; and an instance of cracking that occurred in all those three structural elements on one airplane. These cracks could result in the airplane not being able to sustain limit load requirements and possibly result in uncontrolled decompression.
AI-generated summary from the source AD text. Verify against the official source before acting.
Required Actions
Repetitive inspections for any cracking of stringer splices and butt straps are required. Corrective and investigative actions are to be taken if necessary. After corrective actions are accomplished on a cracked stringer splice, repetitive inspections are terminated for that stringer splice only.
AI-generated summary from the source AD text. Verify against the official source before acting.
Compliance Time
Before further flight
AI-generated summary from the source AD text. Verify against the official source before acting.
Affected Aircraft
The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes.
AI-generated summary from the source AD text. Verify against the official source before acting.
Federal Register Abstract
We are adopting a new airworthiness directive (AD) for certain the Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report of cracks in stringer splices at body station STA 360 and STA 908, between stringer (S) S-10L and S-10R; cracks in butt straps between S-5L and S-3L, and S-3R and S-5R; vertical chem-mill fuselage skin cracks at certain butt joints; and an instance of cracking that occurred in all those three structural elements on one airplane. This AD requires repetitive inspections for any cracking of stringer splices and butt straps, and related corrective and investigative actions if necessary. We are issuing this AD to detect and correct cracking in the three structural elements, which could result in the airplane not being able to sustain limit load requirements and possibly result in uncontrolled decompression.
Applicability Source Text
Show captured applicability text from the source AD
(c) Applicability
This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certified in any
category, as identified in Boeing Alert Service Bulletin 737-
53A1322, dated November 5, 2012.
Document Text
Show stored source text (verify against official source)
[Federal Register Volume 79, Number 26 (Friday, February 7, 2014)]
[Rules and Regulations]
[Pages 7377-7380]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2014-02419]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0538; Directorate Identifier 2012-NM-212-AD;
Amendment 39-17728; AD 2014-01-05]
RIN 2120-AA64
Airworthiness Directives; the Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
the Boeing Company Model 737-100, -200, -200C, -300, -400, and -500
series airplanes. This AD was prompted by a report of cracks in
stringer splices at body station STA 360 and STA 908, between stringer
(S) S-10L and S-10R; cracks in butt straps between S-5L and S-3L, and
S-3R and S-5R; vertical chem-mill fuselage skin cracks at certain butt
joints; and an instance of cracking that occurred in all those three
structural elements on one airplane. This AD requires repetitive
inspections for any cracking of stringer splices and butt straps, and
related corrective and investigative actions if necessary. We are
issuing this AD to detect and correct cracking in the three structural
elements, which could result in the airplane not being able to sustain
limit load requirements and possibly result in uncontrolled
decompression.
DATES: This AD is effective March 14, 2014.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 14,
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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a> by searching for and locating Docket No. FAA-2013-
0538; 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: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: (425) 917-6447;
fax: (425) 917-6590; email: <a href="/cdn-cgi/l/email-protection#4730263e2922692b28242c2233330721262669202831"><span class="__cf_email__" data-cfemail="aaddcbd3c4cf84c6c5c9c1cfdedeeacccbcb84cdc5dc">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to certain The Boeing Company
Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. The
NPRM published in the Federal Register on June 27, 2013 (78 FR 38608).
The NPRM was prompted by a report of cracks in stringer splices at body
station STA 360 and STA 908, between stringer (S) S-10L and S-10R;
cracks in butt straps between S-5L and S-3L, and S-3R and S-5R;
vertical chem-mill fuselage skin cracks at certain butt joints; and an
instance of cracking that occurred in all those three structural
elements on one airplane. The NPRM proposed to require repetitive
inspections for any cracking of stringer splices and butt straps, and
related corrective and investigative actions if necessary. We are
issuing this AD to detect and correct cracking in the three structural
elements, which could result in the airplane not being able to sustain
limit load requirements and possibly result in uncontrolled
decompression.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(78 FR 38608, June 27, 2013) and the FAA's response to each comment.
Request to Clarify That Post-Repair Inspections Are Not Required by
This Final Rule
Boeing requested clarification that Table 11, ``Stringer Splice
Post Repair Inspection,'' in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 737-53A1322, dated November 5, 2012, is not
required by paragraph (h) of the NPRM (78 FR 38608, June 27, 2013).
Boeing suggested that paragraph (h) of the NPRM be revised to include
an exception phrase that references paragraph (i) of the NPRM. Boeing
stated that the inspections specified in Table 11, ``Stringer Splice
Post Repair Inspection,'' in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 737-53A1322, dated November 5, 2012, are
required to support operating requirements for complying with section
121.1109(c)(2) or 129.109(b)(2) of the Federal Aviation Regulations (14
CFR 121.1109(c)(2) or 14 CFR 129.109(b)(2)). Boeing also stated that
the way the sentences of paragraph (h) of the NPRM are arranged, the
sentences for doing corrective actions and repeating inspections seem
to link the corrective actions and the repetitive inspections and imply
that Table 11, ``Stringer Splice Post Repair Inspection,'' in paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1322,
dated November 5, 2012, is required by both the NPRM and the Federal
Aviation Regulations.
[[Page 7378]]
We agree to provide clarification, but we do not agree to revise
this final rule. Paragraph (h) of the final rule indicates that after
the corrective actions are accomplished on a cracked stringer splice,
the repetitive inspections are terminated for that stringer splice
only. The sentence that includes the phrase ``repeat the applicable
inspections'' is not intended to imply any requirement to accomplish
the post repair inspections specified in Table 11, ``Stringer Splice
Post Repair Inspection,'' in paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 737-53A1322, dated November 5, 2012. Paragraph
(i) of this final rule also indicates that accomplishing Table 11,
``Stringer Splice Post Repair Inspection,'' in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1322, dated
November 5, 2012, is not required. No change to the final rule is
necessary in this regard.
Request To Reference Alternative Service Information Instead of
Contacting the Manufacturer for Corrective Actions
Southwest Airlines requested that paragraph (j)(1) of the NPRM (78
FR 38608, June 27, 2013) be revised to reference certain service
information for corrective action instructions instead of requiring
corrective actions that involve contacting the FAA or the Boeing
Commercial Airplanes Organization Designation Authorization (ODA) for
instructions. Southwest Airlines proposed that paragraph (j)(1) of the
NPRM be changed to instead require replacement of cracked butt splice
straps using a Boeing production drawing and require inspections for
cracking in the fuselage skin using certain portions and revisions of
Boeing Service Bulletins 737-53A1210 or 737-53A1234. Southwest Airlines
also suggested referencing Repair 31 of section 53-00-01-2R in the
Boeing 737-300/-500 Structural Repair Manual as an acceptable means of
compliance for repairing any cracking or damage found on the fuselage
skins.
We do not agree. The specific skin inspection requirements after
finding a cracked butt joint splice strap might not be covered by the
inspections provided in Boeing Service Bulletins 737-53A1210 or 737-
53A1234. The specific skin inspection requirements will be developed
based on the specific butt strap cracking that is found, and specific
repairs will be developed based on the skin cracking that is found.
Operators may request approval of an alternative method of compliance
using the procedures specified in paragraph (k) of this AD. We have not
changed this final rule in this regard.
Request To Exclude Service Information Note for Corrosion Findings
Southwest Airlines requested that the NPRM (78 FR 38608, June 27,
2013) be revised to exclude General Information Note 12 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1322, dated November 5, 2012, from the required actions of the final
rule. Southwest Airlines stated that General Information Note 12
specifies to contact Boeing for repair instructions if corrosion is
found. Southwest Airlines pointed out that the NPRM does not propose
any inspections for corrosion and suggested that any findings of
corrosion during the accomplishment of the requirements of this final
rule be addressed using the operator's maintenance program.
We agree to revise this final rule. Cracking, not corrosion, is the
primary safety concern addressed by this final rule. If any corrosion
is found during any inspection for cracking that is required by this
final rule, the corrective action for the corrosion should be provided
by the operator's maintenance program. We have added paragraph (j)(3)
to this final rule to remove the requirement to comply with General
Information Note 12 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1322, dated November 5, 2012.
Request To Exclude Service Information Note for Deviations From
Modification Drawings
Southwest Airlines requested that paragraph (j) of the NPRM (78 FR
38608, June 27, 2013) be revised to provide an exclusion of General
Information Note 16 from the Accomplishment Instructions of Boeing
Alert Service Bulletin 737-53A1322, dated November 5, 2012. Southwest
Airlines describes General Information Note 16 as specifying to contact
Boeing if the fastener patterns, types, and sizes, or the structure
does not agree with the production drawing requirements or applicable
modification drawing requirements. Southwest Airlines stated that since
there are previous FAA-approved repairs and deviations to modification
drawings, and the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1322, dated November 5, 2012, specify actions to remove
and install structure and fasteners, Southwest Airlines expected to
encounter numerous conditions that would prevent complying with the
actions detailed in the figures of Boeing Alert Service Bulletin 737-
53A1322, dated November 5, 2012.
We do not agree to exclude General Information Note 16 from the
requirements of this final rule to accomplish actions in accordance
with the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1322, dated November 5, 2012. The previously approved repairs or
deviations to modification drawings may require changes to the
inspection methods used and structure that may require removal to
accomplish the inspection required by this final rule. Any change from
the procedures specified in the service information must be approved as
an AMOC under paragraph (k) of the 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:
<bullet> [Agr]re consistent with the intent that was proposed in
the NPRM (78 FR 38608, June 27, 2013) for correcting the unsafe
condition; and
<bullet> Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 38608, June 27, 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 612 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
[[Page 7379]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections.................... Up to 362 work- None............... Up to $30,770, per Up to $18,831,240,
hours x $85 per inspection cycle. per inspection
hour = $30,770, cycle.
per inspection
cycle.
Removal and reinstallation of Up to 2 work-hours $0................. Up to $170, per Up to $104,040,
butt strap fastener(s). x $85 per hour = inspection cycle. per inspection
$170, per cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that will be required based on the results of the inspection. We have
no way of determining the number of aircraft that might need these
replacements:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Stringer splice replacement.............. 3 work-hours x $85 per hour Operator-supplied, $255
= $255. information not available.
----------------------------------------------------------------------------------------------------------------
The work-hour estimate and parts cost information are not available
for estimating the cost of a butt strap replacement.
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):
2014-01-05 The Boeing Company: Amendment 39-17728; Docket No. FAA-
2013-0538; Directorate Identifier 2012-NM-212-AD.
(a) Effective Date
This AD is effective March 14, 2014.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certified in any
category, as identified in Boeing Alert Service Bulletin 737-
53A1322, dated November 5, 2012.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report of cracks in stringer splices
at body station STA 360 and STA 908, between stringer (S) S-10L and
S-10R; cracks in butt straps between S-5L and S-3L, and S-3R and S-
5R; vertical chem-mill fuselage skin cracks at certain butt joints;
and an instance of cracking that occurred in all those three
structural elements on one airplane. We are issuing this AD to
detect and correct cracking in the three structural elements, which
could result in the airplane not being able to sustain limit load
requirements and possibly result in uncontrolled decompression.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Actions for Group 1 Airplanes
For Group 1 airplanes, as identified in Boeing Alert Service
Bulletin 737-53A1322, dated November 5, 2012: At the compliance time
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 737-53A1322, dated November 5, 2012, except as provided by
paragraph (j)(2) of this AD, inspect the stringers and butt straps
and repair as applicable, using a method approved in accordance with
the procedures specified in paragraph (k) of this AD.
(h) Actions for Groups 2 Through 6 Airplanes
For Groups 2 through 6 airplanes, as identified in Boeing Alert
Service Bulletin 737-53A1322, dated November 5, 2012: At the
applicable compliance time specified in paragraph 1.E.,
``Compliance,'' of Boeing
[[Page 7380]]
Alert Service Bulletin 737-53A1322, dated November 5, 2012, do the
applicable inspections for cracking identified in paragraphs (h)(1)
through (h)(4) of this AD, and all applicable corrective actions, in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1322, dated November 5, 2012, except as
provided by paragraph (j) of this AD. Do all applicable corrective
actions before further flight. Thereafter, repeat the applicable
inspections at the compliance times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1322, dated
November 5, 2012. Accomplishing the corrective actions for a cracked
stringer splice, as specified in Boeing Alert Service Bulletin 737-
53A1322, dated November 5, 2012, terminates the repetitive
inspections required by this paragraph for that stringer splice
only.
(1) Internal detailed inspections of the stringer splices and
butt straps.
(2) Internal high-frequency eddy current (HFEC) surface
inspections of the butt straps.
(3) Internal low-frequency eddy current (LFEC) inspection of the
butt straps.
(4) HFEC open hole rotary probe inspections of butt straps or of
one location of a butt strap, as applicable.
(i) Post-Repair Inspections
The post-repair inspection specified in Table 11 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1322,
dated November 5, 2012, is not required by this AD.
Note 1 to paragraph (i) of this AD: The post-repair inspections
specified in Table 11 of paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 737-53A1322, dated November 5, 2012, may be
used in support of compliance with section 121.1109(c)(2) or
129.109(b)(2) of the Federal Aviation Regulations (14 CFR
121.1109(c)(2) or 14 CFR 129.109(b)(2)). The corresponding actions
specified in the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1322, dated November 5, 2012, are not required by
this AD.
(j) Exceptions to the Service Information
(1) Where Boeing Alert Service Bulletin 737-53A1322, dated
November 5, 2012, specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (k) of this
AD.
(2) Where Boeing Alert Service Bulletin 737-53A1322, dated
November 5, 2012, specifies a compliance time ``after the original
issue date of this service bulletin,'' this AD requires compliance
within the specified compliance time after the effective date of
this AD.
(3) Where General Information Note 12 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1322, dated
November 5, 2012, specifies contacting Boeing, this AD does not
require the actions specified in that note.
(k) 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 (l) of this AD.
Information may be emailed to: <a href="/cdn-cgi/l/email-protection#8ab3a7cbc4c7a7d9efebfefee6efa7cbc9c5a7cbc7c5c9a7d8effbffeff9fef9caecebeba4ede5fc"><span class="__cf_email__" data-cfemail="9ca5b1ddd2d1b1cff9fde8e8f0f9b1dddfd3b1ddd1d3dfb1cef9ede9f9efe8efdcfafdfdb2fbf3ea">[email protected]</span></a>.
(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.
(l) Related Information
For more information about this AD, contact Wayne Lockett,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356;
phone: (425) 917-6447; fax: (425) 917-6590; email:
<a href="/cdn-cgi/l/email-protection#7e091f07101b5012111d151b0a0a3e181f1f50191108"><span class="__cf_email__" data-cfemail="ee998f97808bc082818d858b9a9aae888f8fc0898198">[email protected]</span></a>.
(m) 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.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin 737-53A1322, dated November 5,
2012.
(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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
(4) You may view this service information at FAA, 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: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">http://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.
Issued in Renton, Washington, on January 7, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-02419 Filed 2-6-14; 8:45 am]
BILLING CODE 4910-13-P
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