AD 2015-16-08

[Federal Register Volume 80, Number 164 (Tuesday, August 25, 2015)]
[Rules and Regulations]
[Pages 51450-51454]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2015-20372]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0772; Directorate Identifier 2014-NM-090-AD; 
Amendment 39-18233; AD 2015-16-08]
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 superseding Airworthiness Directive (AD) 2011-08-51 for 
certain The Boeing Company Model 737-300, -400, and -500 series 
airplanes. AD 2011-08-51 required repetitive inspections of the lap 
joint at certain stringers along the entire length from certain body 
stations. This new AD expands the inspection area, requires additional 
inspections for cracks and open pockets, requires corrective actions if 
necessary, and revises the compliance times. This AD was prompted by an 
evaluation by the design approval holder (DAH) that has determined that 
the lower fastener holes in the lower skin of the fuselage lap splice 
are subject to widespread fatigue damage (WFD). We are issuing this AD 
to detect and correct fatigue cracking of the lower fastener holes in 
the lower skin of the fuselage lap splice, which could result in 
reduced structural integrity of the airplane.

DATES: This AD is effective September 29, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of September 
29, 2015.

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. It is also available on the Internet at <a href="http://www.regulations.gov">http://www.regulations.gov</a> by searching for and locating Docket No. FAA 2014-
0772.

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-2014-
0772; 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: Jennifer Tsakoumakis, Aerospace 
Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft 
Certification Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 
90712-4137; phone: 562-627-5264; fax: 562-627-5210; email: 
<a href="/cdn-cgi/l/email-protection#ee848b808087888b9cc09a9d8f85819b838f85879dae888f8fc0898198"><span class="__cf_email__" data-cfemail="442e212a2a2d2221366a3037252f2b3129252f2d37042225256a232b32">[email&#160;protected]</span></a>.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2011-08-51, Amendment 39-16701 (76 FR 28632, 
May 18, 2011). AD 2011-08-51 applied to certain The Boeing Company 
Model 737-300, -400, and -500 series airplanes. The NPRM published in 
the Federal Register on November 17, 2014 (79 FR 68381). The NPRM was 
prompted by an evaluation by the DAH that has determined that the lower 
fastener holes in the lower skin of the fuselage lap splice are subject 
to WFD. The NPRM proposed to continue to require repetitive inspections 
of the lap joint at certain stringers along the entire length from 
certain body stations. The NPRM also proposed to expand the inspection 
area, require additional inspections for cracks and open pockets, 
require corrective actions if necessary, and revise the compliance 
times. We are issuing this AD to detect and correct fatigue cracking of 
the lower fastener holes in the lower skin of the fuselage lap splice, 
which could result in reduced structural integrity of the airplane.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 68381, November 17, 2014) and the FAA's response to each comment.

Request To Revise Wording

    Boeing requested that we revise the last sentence in paragraph (k) 
of the proposed AD (79 FR 68381, November 17, 2014) to clarify that the 
on-condition actions may be ``inspection or repair'' rather than 
``inspection and repair.'' Boeing stated that condition 10 in table 6 
of Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated April 
4, 2014, describes obtaining inspection or repair instructions. Boeing 
explained that, depending on the configuration details identified, 
repetitive inspections alone may be an appropriate action, or a repair 
may be the appropriate action.
    We agree with the commenter's request. Varying detail 
configurations and the total flight cycles at the time of the finding 
are used to determine if an inspection program is adequate to address 
the unsafe condition or if installation of a repair is required. We 
have revised the wording in paragraph (k) of this AD to require 
inspection or repair.

Request To Clarify Paragraph Heading

    Southwest Airlines (SWA) stated that the heading ``Repetitive 
Inspections for Crack Indications at Stringers S-4R and S-4L, Body 
Station (BS) 360 to BS 908,'' of paragraph (g) of the proposed AD (79 
FR 68381, November 17, 2014) is misleading. SWA explained that the 
heading is confusing since the paragraph contains both an initial 
inspection and repetitive inspections.
    We agree to clarify the terminology used in the heading. When the 
term ``repetitive'' is used, it does not necessarily exclude the 
initial action. Many existing ADs use the term ``repetitive'' in the 
headers for paragraphs that contain both the initial action and 
repetitive actions. We find that no change to this AD is necessary 
regarding this issue.

[[Page 51451]]

Request To Add Clarifying Note

    SWA requested that we add a note in paragraph (g) and paragraph (h) 
of the proposed AD (79 FR 68381, November 17, 2014) specifying that 
Group 3 airplanes do not require inspection between BS 540 and BS 727E. 
SWA stated that Boeing Alert Service Bulletin 737-53A1319, Revision 2, 
dated April 4, 2014, specifies no inspections to be accomplished from 
BS 540 to BS 727E on Group 3 airplanes. SWA stated that, since 
paragraphs (g) and (h) of the proposed AD and tables 1, 2, and 3 of 
Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 
2014, define the inspection area as stringers 4L and 4R from BS 360 to 
BS 908 for all airplanes, it could be interpreted that the proposed AD 
would require an increased inspection area for Group 3 airplanes.
    We partially agree with the commenter's request. We disagree to add 
a note in paragraph (g) and paragraph (h) of this AD. The 
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1319, Revision 2, dated April 4, 2014, are clear regarding which 
areas must be inspected. The SUMMARY section of this final rule does 
specify that the inspection area is increased. However, we have added 
``as applicable'' to paragraphs (g) and paragraph (h) of this AD to 
provide clarification regarding the inspection area.

Request To Clarify Compliance Times

    SWA requested that we revise paragraph (g) of the proposed AD (79 
FR 68381, November 17, 2014) to clarify the compliance times. SWA 
recommended splitting the paragraph requirements into three separate 
paragraphs to address three different airplane groups. SWA stated that 
table 1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service 
Bulletin 737-53A1319, Revision 2, dated April 4, 2014, does not account 
for airplanes that were inspected previously using either Boeing Alert 
Service Bulletin 737-53A1319, dated April 4, 2011, or Boeing Alert 
Service Bulletin 737-53A1319, Revision 1, dated April 8, 2011. SWA 
stated that it is unclear how to apply the compliance times in table 1 
for these airplanes, and as a result, airplanes with more than 30,000 
total flight cycles that were not inspected previously using Boeing 
Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014, 
will have exceeded the compliance times in table 1 upon the effective 
date of the AD.
    SWA stated that since paragraph (n) of the proposed AD (79 FR 
68381, November 17, 2014) provides credit for actions required by 
paragraph (g) of the proposed AD that were performed prior to the 
effective date of the AD using either Boeing Alert Service Bulletin 
737-53A1319, dated April 4, 2011, or Boeing Alert Service Bulletin 737-
53A1319, Revision 1, dated April 8, 2011, SWA assumes that the intent 
of paragraph (g) of the proposed AD is for the operator to accomplish 
the first inspection in accordance with Boeing Alert Service Bulletin 
737-53A1319, Revision 2, dated April 4, 2014, within 500 cycles from 
the last inspection accomplished previously in accordance with either 
the Boeing Alert Service Bulletin, dated April 4, 2011, or Revision 1, 
dated April 8, 2011.
    We do not agree with the commenter's request to revise paragraph 
(g) of this AD. However, we do agree to clarify the compliance times. 
For airplanes that were inspected previously using either Boeing Alert 
Service Bulletin 737-53A1319, dated April 4, 2011, or Boeing Alert 
Service Bulletin 737-53A1319, Revision 1, dated April 8, 2011, the next 
inspection must be done within 500 cycles from the last inspection 
accomplished previously in accordance with either the Boeing Alert 
Service Bulletin, dated April 4, 2011, or Revision 1, dated April 8, 
2011, except as provided by table 2 of paragraph 1.E., ``Compliance,'' 
of Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated April 
4, 2014. Table 2 of paragraph 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014, provides 
optional inspections that may be used after inspections in table 1 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-
53A1319, Revision 2, dated April 4, 2014, have been accomplished.
    For airplanes that were not inspected previously using either 
Boeing Alert Service Bulletin 737-53A1319, dated April 4, 2011, or 
Boeing Alert Service Bulletin 737-53A1319, Revision 1, dated April 8, 
2011, the initial inspection must be done within the applicable 
compliance times specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, Revision 
2, dated April 4, 2014. We have not changed this AD in this regard.

Request To Clarify Inspection Requirements

    SWA requested that we provide clarification regarding the 
applicability of table 2 of paragraph 1.E., ``Compliance,'' of Boeing 
Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014, 
for accomplishing the repetitive inspections required by paragraph (g) 
of the proposed AD (79 FR 68381, November 17, 2014). SWA stated that 
the inspection intervals defined in table 2 are dependent on the total 
flight cycles of airplanes that meet condition 1 (no crack found), and 
that operators of airplanes that meet condition 2 (any crack found) 
should contact Boeing for repair instructions prior to further flight.
    SWA stated that the alternative repetitive inspection intervals 
apply only to aircraft that meet condition 1 each time the aircraft is 
inspected. SWA explained that it is unclear whether or not the operator 
is able to continue utilizing the table 2 inspection intervals if 
condition 2 is found during any repetitive inspection on an airplane, 
or if the operator must revert back to the table 1 repetitive 
inspection interval from that point forward for that airplane.
    We agree that clarification is necessary. Paragraph (l) of this AD 
requires a repair if any crack is found. Accomplishment of the repair 
terminates the repetitive inspections required by paragraphs (g) and 
(j) of this AD in the repaired area only. Repetitive inspections must 
be done on all unrepaired areas at the times specified in table 1 or 
table 2, as applicable. We find that no change to this AD is necessary 
regarding this issue.

Requests for Credit and Exception to Inspection Requirements

    SWA requested that we include a provision in paragraph (n) of the 
proposed AD (79 FR 68381, November 17, 2014) to provide credit for the 
general visual inspection required by paragraph (k) of the proposed AD 
for skin panels that were replaced using the procedures specified in 
Figure 35 of Boeing Service Bulletin 737-53-1306, provided that the 
corrective action for Condition 9 is followed.
    SWA also requested that we add an exception in paragraph (m) of the 
proposed AD (79 FR 68381, November 17, 2014) that allows the operator 
to omit the inspection required by paragraph (k) of the proposed AD if 
the corrective action for Condition 9 is followed and the operator's 
records show the part number of the skin assembly installed on the 
airplane.
    To justify its requests, SWA stated that its airplanes, defined as 
Group 1 in Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated 
April 4, 2014, on which the crown skin panel replacement was 
accomplished as described previously in Figure 35 of Boeing Service 
Bulletin 737-53-1306, were inspected previously to determine if the 
existing skin assembly was an ``MPN 65C35798-1 (open pockets

[[Page 51452]]

adjacent to the STR 4R lap joint)'' or an ``MPN 65C35798-8 (closed 
pockets adjacent to the STR 4R lap joint).'' SWA stated that the 
existing skin panel was then replaced with a new skin panel of the same 
configuration as the removed production panel. SWA explained that if an 
operator's records show the part number of the skin panel assembly 
installed, the operator will be able to determine if the panel is 
configured with Condition 9 or Condition 10 and, therefore, SWA does 
not need to do the inspection required by paragraph (k) of the proposed 
AD.
    We disagree with the commenter's requests. The fuselage crown skin 
replacements described in Boeing Service Bulletin 737-53-1306 are a 
part of a SWA-specific modification program. We do not consider it 
appropriate to include various provisions in an AD that are applicable 
only to a single operator's unique use of an affected airplane. 
However, an operator may request approval of an alternative method of 
compliance under the provisions of paragraph (o) of this AD if 
sufficient data are submitted to substantiate that the fuselage crown 
skin replacements would provide an acceptable level of safety. We have 
not changed this AD 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> Are consistent with the intent that was proposed in the 
NPRM (79 FR 68381, November 17, 2014) for correcting the unsafe 
condition; and
    <bullet> Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 68381, November 17, 2014).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Interim Action

    We consider this AD interim action. An investigation is ongoing, 
and no terminating action has been developed. Once terminating action 
is developed, approved, and available, we might consider additional 
rulemaking.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 737-53A1319, Revision 2, 
dated April 4, 2014. The service information describes procedures for 
inspections for crack indications at certain stringers, an inspection 
for open pockets of the lower skin panel at stringer S-4R, and repairs. 
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 of this AD.

Costs of Compliance

    We estimate that this AD affects 130 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                  Cost on U.S.
            Action                    Labor cost            Parts cost       Cost per product      operators
----------------------------------------------------------------------------------------------------------------
Repetitive inspections          6 or 4,270              None..............  $510 or $362,950   $66,300 or
 [actions retained from AD       work[dash]hours                             per inspection     $47,183,500 per
 2011-08-51, Amendment 39-       (depending on                               cycle.             inspection
 16701 (76 FR 28632, May 18,     inspection method) x                                           cycle.
 2011)].                         $85 per work-hour =
                                 $510 or $362,950 per
                                 inspection cycle.
Repetitive inspections [new     4 or 550                None..............  $340 or $46,750    $44,200 or
 action].                        work[dash]hours                             per inspection     $6,077,500 per
                                 (depending on                               cycle.             inspection
                                 inspection method) x                                           cycle.
                                 $85 per hour = $340
                                 or $46,750 per
                                 inspection cycle.
One-time inspections [new       5,370 work[dash]hours   None..............  $456,450.........  $59,338,500.
 action].                        x $85 per hour =
                                 $456,450.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
a cost estimate for the on-condition actions specified in this 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.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD will not have a 
substantial direct effect on the States, on the relationship between 
the national government and the States, or on the distribution of power 
and 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:


[[Page 51453]]


    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
2011-08-51, Amendment 39-16701 (76 FR 28632, May 18, 2011), and adding 
the following new AD:

2015-16-08 The Boeing Company: Amendment 39-18233; Docket No. FAA-
2014-0772; Directorate Identifier 2014-NM-090-AD.

(a) Effective Date

    This AD is effective September 29, 2015.

(b) Affected ADs

    This AD replaces AD 2011-08-51, Amendment 39-16701 (76 FR 28632, 
May 18, 2011).

(c) Applicability

    This AD applies to The Boeing Company Model 737-300, -400, and -
500 series airplanes, certificated in any category, as identified in 
Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated April 
4, 2014.

(d) Subject

    Air Transport Association (ATA) of America Code 53: Fuselage.

(e) Unsafe Condition

    This AD was prompted by an evaluation by the design approval 
holder (DAH) that has determined that the lower fastener holes in 
the lower skin of the fuselage lap splice are subject to widespread 
fatigue damage (WFD). We are issuing this AD to detect and correct 
fatigue cracking of the lower fastener holes in the lower skin of 
the fuselage lap splice, which could result in reduced structural 
integrity of the airplane.

(f) Compliance

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

(g) Repetitive Inspections for Crack Indications at Stringers S-4R and 
S-4L, Body Station (BS) 360 to BS 908

    At the applicable time specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014: Do an external eddy current 
inspection, or internal eddy current and detailed inspections, for 
crack indications at stringers S-4R and S-4L, from BS 360 to BS 908, 
as applicable, except as provided by paragraph (h) of this AD, in 
accordance with Part 1 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014. 
Repeat the inspection(s) thereafter at the applicable intervals 
specified in table 1 or table 2, as applicable, of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014. Either inspection option may be 
used at any repetitive inspection cycle.

(h) One-Time Inspections for Cracks at Stringers S-4L and S-4R, BS 360 
to BS 908

    At the applicable time specified in table 3 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014, except as required by paragraph (m) 
of this AD: Do one-time internal detailed and eddy current 
inspections for cracks at stringers S-4R and S-4L, from BS 360 to BS 
908, as applicable, in accordance with Part 2 of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-53A1319, Revision 
2, dated April 4, 2014. Accomplishment of the inspections required 
by this paragraph does not terminate the repetitive inspections 
required by paragraph (g) of this AD.

(i) One-Time Inspections for Cracks at Stringer S-4R, BS 908 to BS 1016

    For airplanes identified as Group 2, 3, 5, and 7 in Boeing Alert 
Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014: At 
the applicable time specified in table 4 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014, except as required by paragraph (m) 
of this AD, do one-time internal detailed and eddy current 
inspections for cracks at stringer S-4R, from BS 908 to BS 1016, in 
accordance with Part 3 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014.

(j) Repetitive Inspections for Cracks at Stringer S-4R, BS 908 to BS 
1016

    For airplanes identified as Group 2, 3, 5, and 7 in Boeing Alert 
Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014: At 
the applicable time specified in table 5 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014, except as required by paragraph (m) 
of this AD, do external eddy current inspections, or internal eddy 
current and detailed inspections, for cracks at stringer S-4R, from 
BS 908 to BS 1016, in accordance with Part 4 of the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-53A1319, Revision 
2, dated April 4, 2014. Repeat the inspection(s) thereafter at the 
applicable intervals specified in table 5 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014. Either inspection option may be 
used at any repetitive inspection cycle.

(k) General Visual Inspection for Open Pockets at Stringer S-4R, BS 908 
to BS 1016

    For airplanes identified as Group 1, 4, and 6 in Boeing Alert 
Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014: At 
the applicable time specified in table 6 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1319, 
Revision 2, dated April 4, 2014, except as required by paragraph (m) 
of this AD, do a general visual inspection for open pockets of the 
lower skin panel at stringer S-4R, from BS 908 to BS 1016, in 
accordance with Part 5 of the Accomplishment Instructions of Boeing 
Alert Service Bulletin 737-53A1319, Revision 2, dated April 4, 2014. 
If any open pocket is found, before further flight, inspect or 
repair using a method approved in accordance with the procedures 
specified in paragraph (o) of this AD.

(l) Corrective Action

    If any crack is found during any inspection required by this AD: 
Before further flight, repair using a method approved in accordance 
with the procedures specified in paragraph (o) of this AD. 
Accomplishment of repairs approved in accordance with the procedures 
specified in paragraph (o) of this AD terminates the repetitive 
inspections specified in paragraphs (g) and (j) of this AD in the 
repaired areas only.

(m) Service Information Exception

    Where Boeing Alert Service Bulletin 737-53A1319, Revision 2, 
dated April 4, 2014, specifies a compliance time ``after the 
Revision 2 date of this service bulletin,'' this AD requires 
compliance within the specified compliance time after the effective 
date of this AD.

(n) 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 Alert Service Bulletin 737-53A1319, 
dated April 4, 2011; or Boeing Alert Service Bulletin 737-53A1319, 
Revision 1, dated April 8, 2011. Boeing Alert Service Bulletin 737-
53A1319, dated April 4, 2011, was incorporated by reference in AD 
2011-08-51, Amendment 39-16701 (76 FR 28632, May 18, 2011). Boeing 
Alert Service Bulletin 737-53A1319, Revision 1, dated April 8, is 
not incorporated by reference in this AD.

(o) 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 (p)(1) of this AD.
    (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.
    (4) AMOCs approved for AD 2011-08-51, Amendment 39-16701 (76 FR 
28632, May 18, 2011), are approved as AMOCs for the corresponding 
provisions of paragraphs (g) and (l) of this AD.

[[Page 51454]]

(p) Related Information

    (1) For more information about this AD, contact Jennifer 
Tsakoumakis, Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los 
Angeles Aircraft Certification Office (ACO), 3960 Paramount 
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5264; fax: 562-
627-5210; email: <a href="/cdn-cgi/l/email-protection#7319161d1d1a1516015d070012181c061e12181a00331512125d141c05"><span class="__cf_email__" data-cfemail="8fe5eae1e1e6e9eafda1fbfceee4e0fae2eee4e6fccfe9eeeea1e8e0f9">[email&#160;protected]</span></a>.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (q)(4) and (q)(5) of this AD.

(q) 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.
    (3) The following service information was approved for IBR on 
September 29, 2015.
    (i) Boeing Alert Service Bulletin 737-53A1319, Revision 2, dated 
April 4, 2014.
    (ii) Reserved.
    (4) For Boeing 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>.
    (5) 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.
    (6) 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 August 7, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-20372 Filed 8-24-15; 8:45 am]
 BILLING CODE 4910-13-P