AD 2018-11-13

[Federal Register Volume 83, Number 108 (Tuesday, June 5, 2018)]
[Rules and Regulations]
[Pages 25894-25898]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2018-11816]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-0779; Product Identifier 2017-NM-040-AD; Amendment 
39-19301; AD 2018-11-13]
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 787-8 airplanes. This AD was prompted by a 
report of possible degraded bond-line performance of co-bonded upper 
wing stringer-to-skin joints. This AD requires repetitive inspections 
of certain upper wing stringers for any disbond and corrective actions, 
if necessary; and a terminating preventive modification of installing 
disbond arrestment (DBA) fasteners. This AD also requires revising the 
inspection or maintenance program to incorporate an airworthiness 
limitation. We are issuing this AD to address the unsafe condition on 
these products.

DATES: This AD is effective July 10, 2018.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of July 10, 
2018.

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 service information at the 
FAA, Transport Standards 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 <a href="http://www.regulations.gov">http://www.regulations.gov</a> by searching for and locating Docket No. FAA-2017-
0779.

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-2017-
0779; 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 final rule,

[[Page 25895]]

the regulatory evaluation, any comments received, and other 
information. The address for Docket Operations (phone: 800-647-5527) is 
Docket Operations, 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: Allen Rauschendorfer, Aerospace 
Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th 
St., Des Moines, WA 98198; phone and fax: 206-231-3528; email: 
<a href="/cdn-cgi/l/email-protection#14757878717a3a66756167777c717a707b66727166547275753a737b62"><span class="__cf_email__" data-cfemail="1a7b76767f7434687b6f6979727f747e75687c7f685a7c7b7b347d756c">[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 787-8 airplanes. The NPRM was published in the Federal Register 
on August 25, 2017 (82 FR 40511). The NPRM was prompted by a report of 
possible degraded bond-line performance of co-bonded upper wing 
stringer-to-skin joints. The NPRM proposed to require repetitive 
inspections of certain upper wing stringers for any disbond, and 
corrective actions if necessary; and a terminating preventive 
modification of installing DBA fasteners. The NPRM also proposed to 
require revising the inspection or maintenance program to incorporate 
an airworthiness limitation.
    The degraded stringer bond-line does not meet the residual strength 
requirements if an adjacent stringer becomes disbonded due to induced 
damage at a critical location. We are issuing this AD to prevent upper 
wing stringer-to-skin joint disbonding, which can reduce the structural 
integrity of the airplane.

Comments

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

Support for the NPRM

    One commenter, Ken Mayes, and United Airlines (UAL) expressed 
support for the NPRM.

Request To Specify Updated Service Information

    UAL, Japan Airlines (JAL), All Nippon Airways (ANA), and Boeing 
requested that we specify a later revision of the service information. 
Boeing pointed out that Issue 002 of Boeing Alert Service Bulletin 
B787-81205-SB570030-00 is expected to be released in the first half of 
2018. JAL pointed out that Boeing has released Information Notice B787-
81205-SB570030-00 IN-01, dated April 5, 2017, to include a certain 
special tool. JAL mentioned communications with Boeing regarding 
``location 2'' fasteners that are for the dry bay installation and part 
of the basic design features. JAL also mentioned that Boeing 
communicated that certain specifications for ultraviolet protections 
were not the latest revisions in Boeing Alert Service Bulletin B787-
81205-SB570030-00, Issue 001, dated March 17, 2017. JAL specifically 
mentioned its preference to avoid deviations based on these issues. UAL 
specified that seven airplanes from the UAL fleet are affected by the 
NPRM. ANA pointed out that Issue 002 of Boeing Alert Service Bulletin 
B787-81205-SB570030-00 is expected to include alternative non-
destructive test (NDT) procedures, alternative cleaning procedures, 
additional removal and installation specifications, and alternative 
special tools. ANA also pointed out that certain details regarding the 
new copper foils are incorrect in Issue 001 of the service information 
and that Issue 002 will correct those inaccuracies.
    We do not consider that delaying this action until release of the 
planned service bulletin is warranted. Issue 002 of Boeing Alert 
Service Bulletin B787-81205-SB570030-00 is not yet approved, and we 
cannot specify future revisions of service information in this AD. 
Boeing Alert Service Bulletin B787-81205-SB570030-00, Issue 001, dated 
March 17, 2017, is the currently available revision, and it provides 
adequate information to address the identified unsafe condition. We 
have not reviewed the proposed Issue 002 of Boeing Alert Service 
Bulletin B787-81205-SB570030-00. However, the proposed Issue 002 of 
Boeing Alert Service Bulletin B787-81205-SB570030-00, is expected to 
provide more options, clarifications, and corrections, which may be 
helpful, but are not necessary to accomplish the requirements of this 
AD. These revisions are not expected to affect an operator's ability to 
comply with this AD. Therefore, we do not plan to wait for the release 
of Issue 002 of Boeing Alert Service Bulletin B787-81205-SB570030-00 
before issuing this AD. However, we will consider requests for approval 
of an alternative method of compliance (AMOC) to allow the use of Issue 
002 of Boeing Alert Service Bulletin B787-81205-SB570030-00 after it 
has been published, under the provisions of paragraph (l) of this AD. 
We have not changed this final rule regarding this issue.

Request To Clarify Information Leading to AD Action

    Boeing requested that we clarify the information leading to the AD 
action in the SUMMARY of the NPRM and paragraph (e) of the proposed AD. 
The commenter pointed out that Boeing notified the FAA of possible 
degraded bond-line performance, but that there have been no reports of 
stringer disbonds found in the fleet.
    We agree for the reasons provided. We have revised the SUMMARY 
section of this final rule and paragraph (e) of this AD to specify that 
this AD was prompted by a report of possible degraded bond-line 
performance of co-bonded upper wing stringer-to-skin joints.

Request To Clarify the Cause of the Possible Degraded Bond-Line 
Performance

    Boeing requested that we clarify the cause of the possible degraded 
bond-line performance. The commenter pointed out that a specific type 
of Boeing Material Specification (BMS) 8-308 peel ply, and exposure to 
cure times that exceeded 4 hours at a temperature of 355 Fahrenheit 
degrees (<plus-minus>10 Fahrenheit degrees), are contributing factors. 
The commenter also pointed out that other types of BMS 8-308 peel ply 
are not affected by the unsafe condition. The commenter also mentioned 
that the temperature specified (345 Fahrenheit degrees (<plus-minus>10 
Fahrenheit degrees)) in Boeing Alert Service Bulletin 787-81205-
SB570030-00, Issue 001, dated March 17, 2017, in the description of the 
incident was incorrect.
    We agree that clarification is necessary, in that, the BMS 8-308 
specification includes multiple different types of peel ply material, 
and not all BMS 8-308 material types are affected by this AD. In fact, 
the replacement peel ply material specified in the service information 
was also selected from the BMS 8-308 specification. However, we do not 
agree to specify the temperature in this AD, because that information 
is not restated in the final rule. We have not changed this final rule 
regarding this issue.

Request To Clarify the Condition That Could Cause the Unsafe Condition

    Boeing requested that we revise the Discussion section of the NPRM 
to clarify the condition that could cause the unsafe condition. The 
commenter pointed out that the upper wing stringer-to-skin joint may 
not sustain limit load if a stringer has a one-bay

[[Page 25896]]

disbond and is adjacent to a critical stringer with a degraded bond-
line, which could adversely affect the structural integrity of the 
airplane. The commenter also pointed out that the degraded bond-lines 
are good for ultimate load and long-term durability when not assuming 
an adjacent stringer disbond. The commenter stated that the only way to 
show less than limit load capability is to assume that the degraded 
bond-line is adjacent to a one-bay disbond.
    We agree that clarification is necessary, in that, the unsafe 
condition is a residual strength requirement that assumes an already 
damaged structure. We have revised the Discussion section of this final 
rule to reflect this condition.

Request To Clarify ``Assumed'' Conditions of Unsafe Condition

    Boeing requested that we revise the NPRM to specify that the unsafe 
condition is based on additional assumed conditions. The commenter 
stated that the NPRM would not prevent anything, as the structure is 
good for ultimate static and fatigue, but would ensure that no 
``assumed'' disbonds could be adjacent to a degraded bond-line.
    We disagree with the request to revise paragraph (e) of this AD. 
This AD mandates inspections and provides a terminating action for 
airplanes with a known manufacturing non-conformance, which, under 
certain conditions, could reduce the structural capability of the 
airframe to less than limit load. We have not changed this final rule 
regarding this issue.

Request To Specify That the Unsafe Condition Does Not Develop

    Boeing requested that we revise the ``FAA's Determination'' section 
of the NPRM to specify that while the unsafe condition could exist, it 
cannot develop. The commenter pointed out that the unsafe condition is 
a function of fabrication and not durability issues.
    We disagree to make the requested wording change. The ``FAA's 
Determination'' section of the NPRM is not restated in the final rule. 
We have not changed this final rule regarding this issue.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this final rule 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 for addressing 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 final 
rule.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin B787-81205-SB570030-00, 
Issue 001, dated March 17, 2017. The service information describes 
procedures for inspection of certain upper wing stringers for any 
disbond and corrective actions; and for a preventive modification which 
consists of, depending on airplane configuration, applying copper foil 
to the upper wing at certain stringer and rib bay locations, installing 
DBA fasteners on the upper flanges of the upper wing stringers at the 
stringer and rib bay locations, applying cap seals to the DBA 
fasteners, and applying edge sealant to the stringers at the DBA 
fastener installation locations.
    We have also reviewed Airworthiness Limitation (AWL) 57-AWL-13, 
``Inspection Requirements for In-Tank Fasteners and Edge Seal near 
Disbond Arrestment (DBA) Fastener Installations in Lightning Zone 2,'' 
of Boeing 787 Special Compliance Items/Airworthiness Limitations, 
D011Z009-03-04, dated February 2017. This service information describes 
tasks for inspecting in-tank fasteners and edge seals near DBA fastener 
installations of lightning zone 2.
    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 24 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
----------------------------------------------------------------------------------------------------------------
Inspection.....................  49 work-hours x $85 per              $0  $4,165 per          $99,960 per
                                  hour = $4,165 per                        inspection cycle.   inspection cycle.
                                  inspection cycle.
Modification...................  Up to 352 work-hour x             1,902  Up to $31,822.....  Up to $763,728.
                                  $85 per hour = $29,920.
Maintenance or Inspection        1 work-hour x $85 per                 0  $85...............  $2,040.
 Program Revision.                hour = $85.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates 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.
    This AD is issued in accordance with authority delegated by the 
Executive Director, Aircraft Certification Service, as authorized by 
FAA Order 8000.51C. In accordance with that order, issuance of ADs is 
normally a function of the Compliance and Airworthiness Division, but 
during this transition period, the Executive Director has

[[Page 25897]]

delegated the authority to issue ADs applicable to transport category 
airplanes and associated appliances to the Director of the System 
Oversight Division.

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):

2018-11-13 The Boeing Company: Amendment 39-19301; Docket No. FAA-
2017-0779; Product Identifier 2017-NM-040-AD.

(a) Effective Date

    This AD is effective July 10, 2018.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 787-8 airplanes, 
certificated in any category, as identified in Boeing Alert Service 
Bulletin B787-81205-SB570030-00, Issue 001, dated March 17, 2017, 
and line numbers 10, 13, 15, 16, 17, 18, and 19.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by a report of possible degraded bond-line 
performance of co-bonded upper wing stringer-to-skin joints. We are 
issuing this AD to prevent upper wing stringer-to-skin joint 
disbonding, which can reduce the structural integrity of the 
airplane.

(f) Compliance

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

(g) Inspections and Corrective Actions

    For airplanes identified in Boeing Alert Service Bulletin B787-
81205-SB570030-00, Issue 001, dated March 17, 2017, except as 
specified in paragraph (k)(1) of this AD, at the applicable time 
specified in paragraph 5., ``Compliance,'' of Boeing Alert Service 
Bulletin B787-81205-SB570030-00, Issue 001, dated March 17, 2017: Do 
an ultrasonic inspection for any disbond on the left side and right 
side upper wing stringers; and do all applicable corrective actions; 
in accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin B787-81205-SB570030-00, Issue 001, dated March 17, 
2017, except as specified in paragraph (k)(2) of this AD. Do all 
applicable corrective actions before further flight. Repeat the 
inspection of the upper wing stringers thereafter at the applicable 
intervals specified in paragraph 5., ``Compliance,'' of Boeing Alert 
Service Bulletin B787-81205-SB570030-00, Issue 001, dated March 17, 
2017, until the actions required by paragraph (j) of this AD are 
done.

(h) Maintenance or Inspection Program Revision

    (1) For airplanes identified in Boeing Alert Service Bulletin 
B787-81205-SB570030-00, Issue 001, dated March 17, 2017: Prior to or 
concurrently with accomplishing the actions required by paragraph 
(g) of this AD, revise the inspection or maintenance program, as 
applicable, to incorporate Airworthiness Limitation (AWL) 57-AWL-13, 
``Inspection Requirements for In-Tank Fasteners and Edge Seal near 
Disbond Arrestment (DBA) Fastener Installations in Lightning Zone 
2,'' of Boeing 787 Special Compliance Items/Airworthiness 
Limitations, D011Z009-03-04, dated February 2017 (``AWL 57-AWL-
13''). The initial compliance time for accomplishing the tasks 
specified in AWL 57-AWL-13 is within 24,000 flight cycles or 12 
years, whichever occurs first, after accomplishing the actions 
specified in Boeing Alert Service Bulletin B787-81205-SB570030-00, 
Issue 001, dated March 17, 2017.
    (2) For airplanes having line numbers 10, 13, and 15 through 19 
inclusive: Within 60 days after the effective date of this AD, 
revise the inspection or maintenance program, as applicable, to 
incorporate AWL 57-AWL-13. The initial compliance time for 
accomplishing the tasks specified in AWL 57-AWL-13 is prior to the 
accumulation of 24,000 total flight cycles or within 12 years after 
the date of issuance of the original airworthiness certificate or 
date of issuance of the original export certificate of 
airworthiness, whichever occurs first.

(i) No Alternative Actions or Intervals

    After the action required by paragraph (h) of this AD has been 
done, no alternative actions (e.g., inspections) or intervals may be 
used unless the actions or intervals are approved as an alternative 
method of compliance (AMOC) in accordance with the procedures 
specified in paragraph (l) of this AD.

(j) Inspection and Modification

    For airplanes identified in Boeing Alert Service Bulletin B787-
81205-SB570030-00, Issue 001, dated March 17, 2017, on which ``PART 
3: PREVENTIVE MODIFICATION'' of the Accomplishment Instructions of 
Boeing Alert Service Bulletin B787-81205-SB570030-00, Issue 001, 
dated March 17, 2017, has not been done at all of the unrepaired 
areas of the upper wing stringers, except as specified in paragraph 
(k)(1) of this AD: At the applicable time specified in paragraph 5., 
``Compliance,'' of Boeing Alert Service Bulletin B787-81205-
SB570030-00, Issue 001, dated March 17, 2017, do the actions 
specified in paragraphs (j)(1) and (j)(2) of this AD, in accordance 
with the Accomplishment Instructions of Boeing Alert Service 
Bulletin B787-81205-SB570030-00, Issue 001, dated March 17, 2017, 
except as specified in paragraph (k)(2) of this AD. Doing the 
actions required by this paragraph terminates the repetitive 
inspections required by paragraph (g) of this AD.
    (1) Do an ultrasonic inspection for any disbond on the left side 
and right side upper wing stringers, and do all applicable 
corrective actions. Do all applicable corrective actions before 
further flight.
    (2) Do the preventive modification in accordance with ``PART 3: 
PREVENTIVE MODIFICATION'' of the Accomplishment Instructions of 
Boeing Alert Service Bulletin B787-81205-SB570030-00, Issue 001, 
dated March 17, 2017.

(k) Exceptions to Service Information

    (1) For purposes of determining compliance with the requirements 
of this AD: Where Boeing Alert Service Bulletin B787-81205-SB570030-
00, Issue 001, dated March 17, 2017, uses the phrase ``the Issue 001 
date of this service bulletin,'' this AD requires using ``the 
effective date of this AD.''
    (2) Where Boeing Alert Service Bulletin B787-81205-SB570030-00, 
Issue 001, dated March 17, 2017, specifies contacting Boeing, and 
specifies that action as RC: This AD requires repair using a method 
approved in accordance with the procedures specified in paragraph 
(l) of this AD.

(l) 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

[[Page 25898]]

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 (m) of this AD. Information may 
be emailed to: <a href="/cdn-cgi/l/email-protection#a79e8ae6e9ea8af4c2c6d3d3cbc28ae6e4e88ae6eae8e48af5c2d6d2c2d4d3d4e7c1c6c689c0c8d1"><span class="__cf_email__" data-cfemail="6d54402c2320403e080c19190108402c2e22402c20222e403f081c18081e191e2d0b0c0c430a021b">[email&#160;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, 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, Seattle ACO Branch, 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.
    (4) Except as required by paragraph (k)(2) of this AD: For 
service information that contains steps that are labeled as RC, the 
provisions of paragraphs (l)(4)(i) and (l)(4)(ii) of this AD apply.
    (i) The steps labeled as RC, including substeps under an RC step 
and any figures identified in an RC step, must be done to comply 
with the AD. If a step or substep is labeled ``RC Exempt,'' then the 
RC requirement is removed from that step or substep. An AMOC is 
required for any deviations to RC steps, including substeps and 
identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted 
methods in accordance with the operator's maintenance or inspection 
program without obtaining approval of an AMOC, provided the RC 
steps, including substeps and identified figures, can still be done 
as specified, and the airplane can be put back in an airworthy 
condition.

(m) Related Information

    For more information about this AD, contact Allen 
Rauschendorfer, Aerospace Engineer, Airframe Section, FAA, Seattle 
ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone and 
fax: 206-231-3528; email: <a href="/cdn-cgi/l/email-protection#9ffef3f3faf1b1edfeeaecfcf7faf1fbf0edf9faeddff9fefeb1f8f0e9"><span class="__cf_email__" data-cfemail="294845454c47075b485c5a4a414c474d465b4f4c5b694f4848074e465f">[email&#160;protected]</span></a>.

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (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 B787-81205-SB570030-00, Issue 
001, dated March 17, 2017.
    (ii) Boeing Airworthiness Limitation 57-AWL-13, ``Inspection 
Requirements for In-Tank Fasteners and Edge Seal near Disbond 
Arrestment (DBA) Fastener Installations in Lightning Zone 2,'' of 
Boeing 787 Special Compliance Items/Airworthiness Limitations, 
D011Z009-03-04, dated February 2017.
    (3) 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; 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 
Standards Branch, 2200 South 216th St., Des Moines, WA. For 
information on the availability of this material at the FAA, call 
206-231-3195.
    (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 Des Moines, Washington, on May 21, 2018.
James Cashdollar,
Acting Director, System Oversight Division, Aircraft Certification 
Service.
[FR Doc. 2018-11816 Filed 6-4-18; 8:45 am]
BILLING CODE 4910-13-P