AD 2017-11-01

[Federal Register Volume 82, Number 98 (Tuesday, May 23, 2017)]
[Rules and Regulations]
[Pages 23500-23504]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2017-10259]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-7426; Directorate Identifier 2015-NM-199-AD; 
Amendment 39-18900; AD 2017-11-01]
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 certain 
The Boeing Company Model 737-100, -200, and -200C series airplanes. 
This AD is intended to complete certain mandated programs to support 
the airplane reaching its limit of validity (LOV) of the engineering 
data that support the established structural maintenance program. This 
AD requires various repetitive inspections for cracking of certain lugs 
on the rear spar and horizontal stabilizer, related investigative and 
corrective actions if necessary, and replacement of the center section 
rear spar upper chord as applicable. We are issuing this AD to address 
the unsafe condition on these products.

DATES: This AD is effective June 27, 2017.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of June 27, 
2017.

ADDRESSES: For service information identified in this final rule, 
contact Boeing Commercial Airplanes, Attention: Contractual & Data 
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 
90740-5600; telephone 562-797-1717; 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

[[Page 23501]]

and locating Docket No. FAA-2016-7426.

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-2016-
7426; 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: George Garrido, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 
562-627-5232; fax: 562-627-5210; email: <a href="/cdn-cgi/l/email-protection#1156747e6376743f5670636378757e517770703f767e67"><span class="__cf_email__" data-cfemail="2a6d4f45584d4f046d4b5858434e456a4c4b4b044d455c">[email&#160;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, and -200C series airplanes. The NPRM published in 
the Federal Register on July 12, 2016 (81 FR 45075) (``the NPRM''). The 
NPRM was prompted by the need to complete certain mandated programs 
intended to support the airplane reaching its LOV of the engineering 
data that support the established structural maintenance program. The 
NPRM proposed to require repetitive detailed, high frequency eddy 
current (HFEC), and ultrasonic inspections of the center section rear 
spar upper clevis lugs and horizontal stabilizer rear spar upper lugs, 
as applicable, for any cracking, and related investigative and 
corrective actions if necessary. For certain airplanes, the NPRM also 
proposed to require replacement of the center section rear spar upper 
chord with a new part or a serviceable center section assembly. The 
NPRM also proposed to require repetitive HFEC and fluorescent dye 
penetrant inspections of the center section for cracking of the front 
and rear spar upper clevis lugs or horizontal stabilizer front and rear 
spar upper lugs, and related investigative and corrective actions if 
necessary. We are issuing this AD to detect and correct cracking in the 
rear spar upper clevis lugs of the center section, and in the rear spar 
upper lugs of the horizontal stabilizer, which could result in the loss 
of structural integrity and controllability of the airplane.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comment received on the NPRM and 
the FAA's response.

Request To Remove the Compliance Time Difference

    Boeing requested that we remove paragraph (o)(2) of the proposed 
AD, which specifies an exception to Boeing Alert Service Bulletin 737-
55A1033, Revision 2, dated August 7, 2015--the service information 
specifies a compliance time or repeat interval as ``Horizontal 
Stabilizer Center Section flight cycles'' or ``Horizontal Stabilizer 
flight cycles,'' and the proposed AD requires compliance for the 
corresponding time or repeat interval in airplane flight cycles.
    Boeing stated that the purpose of specifying horizontal stabilizer 
flight cycles and horizontal stabilizer center section flight cycles is 
to ensure that cycle accumulation is tracked to the component. Boeing 
also stated that the outboard horizontal stabilizer is contained in the 
``replaceable'' structural components list and that it is possible to 
move the center section of the horizontal stabilizer to another 
airplane of the same type design without any rework to the component. 
Boeing commented that as the fleet ages and airplanes are transferred 
among operators, used components will be more prevalent, and it is 
therefore necessary to track the replaceable component flight cycles 
accumulated after the AD date.
    Boeing also stated that the compliance times are subsequent to the 
later of the compliance time specified in Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015, or the date of the spar 
chord replacement (horizontal stabilizer or center section as 
applicable) with a new spar chord. Boeing commented that for airplanes 
on which the age of parts is not known, the compliance time defaults to 
being subsequent to Boeing Alert Service Bulletin 737-55A1033, Revision 
2, dated August 7, 2015, and are therefore, enforceable as stated, and 
that likewise, the repetitive intervals must follow the component after 
transfer. Boeing stated that since the repetitive inspection interval 
is subsequent to the previous inspection specified in Boeing Alert 
Service Bulletin 737-55A1033, Revision 2, dated August 7, 2015, there 
are no circumstances where the operator will be unable to identify 
those incremental cycles on the component.
    We agree with the commenter's request. It is possible to replace 
the horizontal stabilizer and/or the horizontal stabilizer center 
section on one Model 737-100, -200, or -200C series airplane (``Model 
737CL airplane'') with that from another airplane. The limited 
information available suggests that a center section has been replaced 
on at least one Model 737CL airplane, and numerous horizontal 
stabilizers have been replaced. If a major structural element such as 
the horizontal stabilizer or the horizontal stabilizer center section 
is moved from one airplane to a different airplane, the hours and 
cycles that the part has accumulated should be tracked separately from 
the airplane flight cycles and flight hours.
    Boeing has published Service Letter 737-SL-05-019, dated November 
23, 2016, which lists Removable Structural Components (RSC) for Model 
737-200, 737-200C, 737-300, 737-400, and 737-500 series airplanes in 
accordance with Air Transport Association (ATA) Specification 120. That 
list does include some parts from the horizontal stabilizer and the 
horizontal stabilizer center section. In order to make sure that cycle 
accumulation is tracked to the component, we have removed paragraph 
(o)(2) of the proposed AD from this AD. We have also redesignated 
paragraph (o)(1) of the proposed AD as paragraph (o) of this AD.

Clarification of Terminating Actions

    We have revised paragraph (q)(1) of this AD to clarify that 
accomplishing the initial inspections specified in paragraph (g) of 
this AD terminates all requirements of AD 84-23-05, Amendment 39-4949 
(Docket No. 84-NM-37-AD; 49 FR 45744, November 20, 1984).
    We have revised paragraph (q)(2) of this AD to clarify that 
accomplishing the initial inspections specified in paragraphs (m) and 
(n) of this AD terminates all requirements of AD 86-12-05, Amendment 
39-5321 (Docket No. 85-NM-162-AD; 51 FR 18771, May 22, 1986).

Conclusion

    We reviewed the relevant data, considered the comment received, and 
determined that air safety and the public interest require adopting 
this AD with the change described previously and minor editorial 
changes. We have determined that these minor changes:

[[Page 23502]]

    <bullet> Are consistent with the intent that was proposed in the 
NPRM for correcting the unsafe condition; and
    <bullet> Do not add any additional burden upon the public than was 
already proposed in the NPRM.
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 737-55A1033, Revision 2, 
dated August 7, 2015. The service information describes procedures for 
repetitive detailed, HFEC, and ultrasonic inspections for cracking of 
the center section rear spar upper clevis lugs and rear spar upper lugs 
of the horizontal stabilizer; repetitive HFEC and fluorescent dye 
penetrant inspections for cracking in the front and rear spar upper 
clevis lugs of the center section and the front and rear spar upper 
lugs of the horizontal stabilizer; and related investigative and 
corrective actions. For certain airplanes, the service information 
describes procedures for replacement of the center section rear spar 
upper chord with a new part and replacing the center section with a 
serviceable center section assembly, or installing bushings and 
sleeves, as applicable. 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.

Costs of Compliance

    We estimate that this AD affects 84 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 detailed, HFEC, and   9 work-hours x $85 per               $0  $765 per            $64,260 per
 ultrasonic inspections.          hour = $765 per                          inspection cycle.   inspection cycle.
                                  inspection cycle.
Repetitive HFEC and fluorescent  118 work-hours x $85                  0  $10,030 per         $842,520 per
 dye penetrant inspections.       per hour = $10,030 per                   inspection cycle.   inspection cycle.
                                  inspection cycle.
Replacement....................  Up to 252 work-hours x           25,000  Up to $46,420 per   Up to $3,899,280
                                  $85 per hour = $21,420                   inspection cycle.   per inspection
                                  per inspection cycle.                                        cycle.
----------------------------------------------------------------------------------------------------------------

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

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                 Action                          Labor cost           Parts cost          Cost per  product
----------------------------------------------------------------------------------------------------------------
Bolt and Bushing Removal/Inspection,     101 work-hours x $85 per               $0  $8,585.
 Fabrication, and Installation.           hour = $8,585.
Repair and replacement.................  Up to 252 work-hours x             25,000  Up to $46,420.
                                          $85 per hour = $21,420.
----------------------------------------------------------------------------------------------------------------

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):

2017-11-01 The Boeing Company: Amendment 39-18900; Docket No.

[[Page 23503]]

FAA-2016-7426; Directorate Identifier 2015-NM-199-AD.

(a) Effective Date

    This AD is effective June 27, 2017.

(b) Affected ADs

    This AD affects AD 84-23-05, Amendment 39-4949 (Docket No. 84-
NM-37-AD; 49 FR 45744, November 20, 1984); and AD 86-12-05, 
Amendment 39-5321 (Docket No. 85-NM-162-AD; 51 FR 18771, May 22, 
1986).

(c) Applicability

    This AD applies to The Boeing Company Model 737-100, -200, and -
200C series airplanes, certificated in any category, as identified 
in Boeing Alert Service Bulletin 737-55A1033, Revision 2, dated 
August 7, 2015.

(d) Subject

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

(e) Unsafe Condition

    This AD is intended to complete certain mandated programs 
intended to support the airplane reaching its limit of validity 
(LOV) of the engineering data that support the established 
structural maintenance program. We are issuing this AD to detect and 
correct cracking in the rear spar upper clevis lugs of the center 
section, and in the rear spar upper lugs of the horizontal 
stabilizer, which could result in the loss of structural integrity 
and controllability of the airplane.

(f) Compliance

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

(g) Inspections, Related Investigative and Corrective Actions (Service 
Information Tables 1 and 3)

    At the applicable time specified in table 1 or table 3 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015, except as specified 
in paragraph (o) of this AD: Do detailed, high frequency eddy 
current (HFEC), and ultrasonic inspections of the center section 
rear spar upper clevis lugs for any cracking, and do all applicable 
related investigative and corrective actions, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
55A1033, Revision 2, dated August 7, 2015; except as specified in 
paragraph (p) of this AD. Do all related investigative and 
corrective actions before further flight. Repeat the inspections 
thereafter at the applicable times specified in table 1 or table 3 
of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015.

(h) Replacement (Service Information Table 1)

    For airplanes identified as Group 1, Configuration 1, in Boeing 
Alert Service Bulletin 737-55A1033, Revision 2, dated August 7, 
2015: At the applicable time specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, except as specified in paragraph 
(o) of this AD, replace the center section rear upper chord with a 
new part or replace the center section with a serviceable center 
section assembly, in accordance with the Accomplishment Instructions 
of Boeing Alert Service Bulletin 737-55A1033, Revision 2, dated 
August 7, 2015.

(i) Repetitive Post-Replacement Inspections, Related Investigative and 
Corrective Actions (Service Information Table 2)

    For airplanes identified as Group 1, Configuration 1, in Boeing 
Alert Service Bulletin 737-55A1033, Revision 2, dated August 7, 
2015, with a new or serviceable 0.932-inch-thick center section rear 
spar upper chord: At the applicable time specified in table 2 of 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015, except as specified 
in paragraph (o) of this AD, do detailed, HFEC, and ultrasonic 
inspections of the center section rear spar upper chord clevis lugs 
for any cracking, and do all applicable related investigative and 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-55A1033, Revision 
2, dated August 7, 2015; except as specified in paragraph (p) of 
this AD. Do all related investigative and corrective actions before 
further flight. Repeat the inspections thereafter at the applicable 
times specified in table 2 of paragraph 1.E., ``Compliance,'' of 
Boeing Alert Service Bulletin 737-55A1033, Revision 2, dated August 
7, 2015.

(j) Post-Replacement Inspections, Related Investigative and Corrective 
Actions (Service Information Table 4)

    For airplanes on which the center section rear spar upper chord 
was last replaced with a new part or serviceable part: Within the 
applicable times specified in table 4 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, except as specified in paragraph 
(o) of this AD, do detailed, HFEC, and ultrasonic inspections of the 
center section rear spar upper chord clevis lugs for any cracking, 
and do all applicable related investigative and corrective actions, 
in accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 737-55A1033, Revision 2, dated August 7, 2015; 
except as specified in paragraph (p) of this AD. Do all related 
investigative and corrective actions before further flight. Repeat 
the inspections thereafter at the applicable times specified in 
table 4 of 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015.

(k) Repetitive Inspections, Related Investigative and Corrective 
Actions of the Horizontal Stabilizer (Service Information Table 5)

    Within the applicable time specified in table 5 of paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, except as specified in paragraph 
(o) of this AD, do detailed, HFEC, and ultrasonic inspections of the 
rear spar upper lugs of the horizontal stabilizer for any cracking, 
and do all applicable related investigative and corrective actions, 
in accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 737-55A1033, Revision 2, dated August 7, 2015; 
except as specified in paragraph (p) of this AD. Do all related 
investigative and corrective actions before further flight. Repeat 
the inspections thereafter at the applicable times specified in 
table 5 of 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015.

(l) Post Replacement Inspections, Related Investigative and Corrective 
Actions (Service Information Table 6)

    For airplanes with a replaced horizontal stabilizer with a new 
part or serviceable assembly, within the applicable times specified 
in table 6 of 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
737-55A1033, Revision 2, dated August 7, 2015, except as specified 
in paragraph (o) of this AD: Do a detailed, HFEC, and ultrasonic 
inspection of the rear spar upper lugs of the horizontal stabilizer 
for any cracking, and do all applicable related investigative and 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-55A1033, Revision 
2, dated August 7, 2015; except as specified in paragraph (p) of 
this AD. Do all related investigative and corrective actions before 
further flight. Repeat the inspections thereafter at the applicable 
times specified in table 6 of 1.E., ``Compliance,'' of Boeing Alert 
Service Bulletin 737-55A1033, Revision 2, dated August 7, 2015.

(m) Scheduled Inspections, Related Investigative and Corrective Actions 
(Service Information Table 7)

    Within the applicable times specified in table 7 of paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, except as specified in paragraph 
(o) of this AD: Do HFEC and fluorescent dye penetrant inspections 
for cracking in the front and rear spar upper clevis lugs of the 
center section and front and rear spar upper lugs of the horizontal 
stabilizer, and do all applicable related investigative and 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 737-55A1033, Revision 
2, dated August 7, 2015; except as specified in paragraph (p) of 
this AD. Do all related investigative and corrective actions before 
further flight. Repeat the inspections thereafter at the applicable 
times specified in table 7 of paragraph 1.E., ``Compliance,'' of 
Boeing Alert Service Bulletin 737-55A1033, Revision 2, dated August 
7, 2015.

(n) Post Scheduled Inspections, Related Investigative and Corrective 
Actions (Service Information Table 8)

    For airplanes on which the center section rear spar upper chord 
or horizontal stabilizer rear spar upper chord has been replaced: 
Within the applicable time specified in table 8 of paragraph 1.E., 
``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, except as specified in paragraph 
(o) of this AD; do HFEC and fluorescent dye penetrant

[[Page 23504]]

inspections for cracking in the front and rear spar upper clevis 
lugs of the center section or front and rear spar upper lugs of the 
horizontal stabilizer, as applicable, and do all applicable related 
investigative and corrective actions, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
55A1033, Revision 2, dated August 7, 2015; except as specified in 
paragraph (p) of this AD. Do all related investigative and 
corrective actions before further flight. Repeat the inspections 
thereafter at the applicable times specified in table 8 of paragraph 
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015.

(o) Exceptions to the Service Information: Compliance Times

    Where Boeing Alert Service Bulletin 737-55A1033, Revision 2, 
dated August 7, 2015, 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.

(p) Exception to the Service Information: Repair Compliance Method

    If any cracking of the lug is found during any inspection 
required by this AD, and Boeing Alert Service Bulletin 737-55A1033, 
Revision 2, dated August 7, 2015, specifies to contact Boeing for 
appropriate action: Before further flight, repair the lug using a 
method approved in accordance with the procedures specified in 
paragraph (r) of this AD.

(q) Terminating Actions

    (1) For Model 737-100, -200, and -200C series airplanes: 
Accomplishment of the initial inspections specified in paragraph (g) 
of this AD terminates all requirements of AD 84-23-05, Amendment 39-
4949 (Docket No. 84-NM-37-AD; 49 FR 45744, November 20, 1984).
    (2) For Model 737-200 and -200C series airplanes: Accomplishment 
of the initial inspections specified in paragraph (m) and (n) of 
this AD terminates all requirements of AD 86-12-05, Amendment 39-
5321 (Docket No. 85-NM-162-AD; 51 FR 18771, May 22, 1986).

(r) 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 (s) 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, modification, or alteration 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. 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.

(s) Related Information

    For more information about this AD, contact George Garrido, 
Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles 
Aircraft Certification Office (ACO), 3960 Paramount Boulevard, 
Lakewood, CA 90712-4137; phone: 562-627-5232; fax: 562-627-5210; 
email: <a href="/cdn-cgi/l/email-protection#8bcceee4f9eceea5cceaf9f9e2efe4cbedeaeaa5ece4fd"><span class="__cf_email__" data-cfemail="f0b7959f829795deb791828299949fb0969191de979f86">[email&#160;protected]</span></a>.

(t) 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 737-55A1033, Revision 2, dated 
August 7, 2015.
    (ii) Reserved.
    (3) For Boeing 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; telephone 562-797-1717; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (4) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (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 May 12, 2017.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2017-10259 Filed 5-22-17; 8:45 am]
BILLING CODE 4910-13-P