Airworthiness Directives; The Boeing Company Airplanes, 70851-70854 [2013-28638]
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Federal Register / Vol. 78, No. 229 / Wednesday, November 27, 2013 / Rules and Regulations
[FR Doc. 2013–28408 Filed 11–26–13; 8:45 am]
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
BILLING CODE 4910–13–P
Examining the AD Docket
operator to ensure that continued
airworthiness of the aircraft is
maintained, including all post STC
modifications that may have an impact
on the approved electronic system
security safeguards.
Issued in Renton, Washington, on
November 15, 2013.
John Piccola,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0974; Directorate
Identifier 2013–NM–209–AD; Amendment
39–17675; AD 2013–24–01]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for The
Boeing Company Model 747–8 and 747–
8F series airplanes and Model 787–8
airplanes powered by GEnx engines.
This AD requires revising the airplane
flight manual to advise the flight crew
of potential ice crystal icing (ICI)
conditions at high altitudes, and to
prohibit operation in moderate and
severe ICI conditions. This AD also
requires inspecting the engine after any
ICI event is detected by the flight crew.
This AD was prompted by reports of
engine damage and thrust loss events as
a result of flying in high altitude ICI
conditions. We are issuing this AD to
ensure that the flight crews have
operating instructions to avoid flight
into ICI conditions that can lead to
engine damage and thrust loss events;
unrecoverable thrust loss on multiple
engines can lead to a forced landing.
DATES: This AD is effective November
27, 2013.
We must receive comments on this
AD by January 13, 2014.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
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SUMMARY:
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You may examine the AD docket on
the Internet at https://
www.regulations.gov; 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 street address for
the Docket Office (phone: 800–647–
5527) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Sue
Lucier, Aerospace Engineer, Propulsion
Branch, ANM–140S, FAA, Seattle
Aircraft Certification Office (ACO), 1601
Lind Avenue SW., Renton, Washington
98057–3356; phone: 425–917–6438; fax:
425–917–6590; email: suzanne.lucier@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
Over the past decade, we have been
aware of temporary engine thrust loss,
and other engine-related events that
occurred in ice crystal icing (ICI)
conditions at high altitudes. These
events have prompted the release of
ADs on various airplane models
equipped with General Electric (GE)
CF6–80 series engines. Each event was
in or near convective weather
conditions that included ice crystal
icing.
This type of icing does not appear on
radar due to its low reflectivity, and
neither the airplane ice detector nor
visual indications reliably indicate the
presence of icing conditions. Therefore,
it is often undetected by the flight crew.
Flight in these conditions can cause ice
crystals to accumulate in the core gas
flow path of the engine. In the events
leading to those prior ADs, the ice has
shed during throttle transients and in
the descent phase of flight, causing
temporary thrust loss.
Since the beginning of 2013, similar
events have now occurred on Model
747–8 and 747–8F series airplanes
powered by GEnx-2B engines and
Model 787–8 airplanes powered by
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70851
GEnx-1B engines. The new events that
prompted this AD, however, have
occurred during the cruise phase of
flight and caused permanent damage
(beyond maintenance manual limits) to
the engine compressor. In all thrust loss
events, data indicate that ice crystals
entered and collected in the initial
stages of the compressor. Engine
temperature data indicate small ice
accretions were shed through the core of
the engine.
All of these ICI events occurred
during cruise at 33,000 feet or above,
either within or after the airplane
traversed a large Mesoscale Convective
System (MCS). MCSs are areas where
several thunderstorms have merged,
with a continuous cloud larger than 100
kilometers (62 miles) across.
Within or near MCSs, ICI events have
occurred where convective activity has
driven a significant quantity of
moisture, in the form of ice crystals, to
altitudes at or above the tropopause. ICI
events tend to occur in warm geographic
locations.
As of the date of this AD, there have
been nine events on Model 747–8
airplanes and Model 787–8 airplanes.
During two events on Model 747–8F
airplanes, two engines experienced
thrust losses during the cruise phase of
flight. In one of these events, one of the
engines recovered to idle but would not
accelerate and was left at idle for the
rest of the flight. The other engine
recovered and operated normally for the
rest of the flight. In both airplane events,
subsequent inspections of all four
engines revealed compressor damage on
both of the event engines as well as
damage to a third engine that had not
experienced a thrust loss.
In four other events—one on a Model
787–8 airplane and three on Model 747–
8 airplanes—uncommanded engine
decelerations (i.e., thrust losses) of
approximately 20 seconds in duration
occurred. All engines automatically
recovered commanded thrust without
crew action and operated normally for
the rest of the flight.
In three other events on Model 747–
8 airplanes, at least one engine showed
elevated vibrations on the low-speed
engine spool (N1) while in ICI
conditions. The vibrations stopped after
the airplanes exited the weather system,
and the engines operated normally for
the rest of the flight.
Unrecoverable thrust loss on multiple
engines, due to operation in high
altitude clouds containing ice crystals,
could lead to a forced landing.
FAA’s Determination
We are issuing this AD because we
evaluated all the relevant information
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Federal Register / Vol. 78, No. 229 / Wednesday, November 27, 2013 / Rules and Regulations
and determined the unsafe condition
described previously is likely to exist or
develop in other products of these same
type designs.
Interim Action
We consider this AD interim action. If
final action is later identified, we might
consider further rulemaking then.
AD Requirements
FAA’s Justification and Determination
of the Effective Date
An unsafe condition exists that
requires the immediate adoption of this
AD. The FAA has found that the risk to
the flying public justifies waiving notice
and comment prior to adoption of this
rule because flight in potential ICI at
high altitudes could result in engine
damage and loss of thrust and
consequent forced landing. Therefore,
we find that notice and opportunity for
prior public comment are impracticable
and that good cause exists for making
this amendment effective in less than 30
days.
This AD requires revising the
Certificate Limitations and Operating
Procedures chapters of the AFM to
advise the flight crew of potential ICI
conditions at high altitudes, and to
provide procedures to prohibit flight
into those conditions.
This AD also requires engine
inspections after any event where the
flight crew reports the appearance of the
‘‘ENGINE THRUST’’ message on the
engine indication and crew alert system
(EICAS) for any engine. The intent of
the inspection requirement is to verify
the airworthiness of the airplane for
future flights. Because of thrust
requirements on the different airplane
models, the inspection is required
before further flight on a minimum of
three engines on Model 747–8 and 747–
8F series airplanes, and on both engines
on Model 787–8 airplanes.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety and
was not preceded by notice and an
opportunity for public comment.
However, we invite you to send any
written data, views, or arguments about
this AD. Send your comments to an
address listed under the ADDRESSES
section. Include the docket number
FAA–2013–0974 and Directorate
Identifier 2013–NM–209–AD at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this AD. We will consider all comments
received by the closing date and may
amend this AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this AD.
Costs of Compliance
We estimate that this AD affects 14
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS: AFM REVISIONS
Action
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
AFM revisions .................................................
1 work-hour × $85 per hour = $85 .................
$0
$85
$1,190
ESTIMATED COSTS: INSPECTION
Action
Labor cost
Parts cost
Inspection ..................................................................
2 work-hours × $85 per hour = $170 per engine ....
$0
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We have received no definitive data
that would enable us to provide cost
estimates for the on-condition corrective
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
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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
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Cost per product
$680 per airplane
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
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
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Federal Register / Vol. 78, No. 229 / Wednesday, November 27, 2013 / Rules and Regulations
2013–24–01 The Boeing Company:
Amendment 39–17675; Docket No.
FAA–2013–0974; Directorate Identifier
2013–NM–209–AD.
(a) Effective Date
This AD is effective November 27, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
airplanes, certificated in any category,
identified in paragraphs (c)(1) and (c)(2) of
this AD.
(1) Model 747–8 and 747–8F series
airplanes powered by GEnx-2B67 or GEnx2B67B engines.
(2) Model 787–8 airplanes powered by
GEnx-1B64, GEnx-1B67, GEnx-1B70, GEnx1B64/P1, GEnx-1B67/P1, GEnx-1B70/P1, or
GEnx-1B70/75/P1 engines.
Note 1 to paragraph (c)(2) of this AD: The
engine nameplate may also include a suffix
such as ‘‘G03,’’ which is the applicable Bill
of Materials (See FAA Type Certification
Data Sheet T00021SE basic model identifier).
(d) Subject
Air Transport Association (ATA) of
America Code 71, Power plant.
(e) Unsafe Condition
This AD was prompted by reports of
engine damage and thrust loss events as a
result of flying in high altitude ice crystal
icing (ICI) conditions. We are issuing this AD
to ensure that the flight crews have operating
instructions to avoid flight into ICI
conditions that can lead to engine damage
and thrust loss events. We are also issuing
this AD to ensure the airplane has a
minimum number of airworthy engines
following a potential high altitude ICI
encounter. Operation with more than one
engine having icing damage can lead to a
common cause loss of thrust on multiple
engines, which can lead to a forced landing.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Revision of Airplane Flight Manual
(AFM): Certificate Limitations
Within 7 days after the effective date of
this AD, revise the Certificate Limitations
chapter of the applicable Boeing AFM to
include the statement provided in figure 1 to
paragraph (g) of this AD. This may be done
by inserting a copy of this AD into the AFM.
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Figure 1 to Paragraph (g) of This AD—
Certificate Limitations
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013–24–01.)
In order to prevent loss of thrust and
engine damage due to ice crystal icing, for
operations at or above 30,000 feet, when
approaching, or in, instrument
meteorological conditions or visible
moisture:
The flight crew must comply with the
Avoidance of Ice Crystal Icing procedure
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Jkt 232001
contained in the Operating Procedures
chapter of this manual.
When following the Avoidance of Ice
Crystal Icing procedure, flight is prohibited
within 50NM of amber or red radar returns
that are displayed below the airplane’s flight
path.
Note 2 to figure 1 to paragraph (g), figure
2 to paragraph (h), and figure 3 to paragraph
(i) of this AD: When statements identical to
those in figures 1, 2, and 3 to paragraphs (g),
(h), and (i) of this AD, respectively, have
been included in the applicable chapters of
the general revisions of the applicable AFM,
the general revisions may be inserted into the
AFM, and the copy of this AD may be
removed from the AFM.
(h) AFM Revision: Model 747–8 and 747–8F
Operating Procedures
For Model 747–8 (Intercontinental) and
747–8F (Freighter) series airplanes: Within 7
days after the effective date of this AD, revise
the Operating Procedures chapter of the
Boeing 747–8 AFM to include the statement
provided in figure 2 to paragraph (h) of this
AD. This may be done by inserting a copy of
this AD into the AFM.
Figure 2 to Paragraph (h) of This AD—Model
747–8 Operating Procedures
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013–24–01.)
This procedure is required by the
AVOIDANCE OF ICE CRYSTAL ICING
limitation contained in the Certificate
Limitations chapter of this manual. The
language below shall not be modified.
Operations in ice crystal icing can cause
unrecoverable loss of thrust and engine
damage due to ice crystal icing.
For operations at or above 30,000 feet,
when approaching, or in, instrument
meteorological conditions or visible
moisture:
Operate weather radar in automatic mode
and gain knob set to the 12 o’clock position,
or if in manual mode adjust gain to
maximum and set tilt between ¥1 and ¥3.
If areas of green, amber or red weather
radar returns are observed along the flight
path:
Use manual weather radar tilt control
mode and vary the tilt between ¥3 and ¥5
degrees and set the gain knob to the 12
o’clock position to determine if amber or red
returns are present below the airplane’s flight
path.
Flight is prohibited within 50NM of amber
or red radar returns that are displayed below
the airplane’s flight path.
(i) AFM Revision: Model 787–8 Operating
Procedures
For Model 787–8 airplanes: Within 7 days
after the effective date of this AD, revise the
Operating Procedures chapter of the Boeing
787 AFM to include the statement provided
in figure 3 to paragraph (i) of this AD. This
may be done by inserting a copy of this AD
into the AFM.
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70853
Figure 3 to Paragraph (i) of This AD—Model
787–8 Operating Procedures
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013–24–01.)
This procedure is required by the
AVOIDANCE OF ICE CRYSTAL ICING
limitation contained in the Certificate
Limitations chapter of this manual. The
language below shall not be modified.
Operations in ice crystal icing can cause
unrecoverable loss of thrust and engine
damage due to ice crystal icing.
For operations at or above 30,000 feet,
when approaching, or in, instrument
meteorological conditions or visible
moisture:
Operate weather radar in automatic mode
and 0 manual gain adjustment, or if in
manual mode adjust gain to maximum and
set tilt between ¥1 and ¥3.
If areas of green, amber or red weather
radar returns are observed along the flight
path:
Use manual weather radar tilt control
mode and vary the tilt between ¥3 and ¥5
degrees and select 0 manual gain adjustment
to determine if amber or red returns are
present below the airplane’s flight path.
Flight is prohibited within 50NM of amber
or red radar returns that are displayed below
the airplane’s flight path.
(j) Post-Event Inspections
After any flight crew report of the
appearance of an engine indicating and crew
alerting system (EICAS) message that
displays ‘‘ENG THRUST (L,R)’’ (for Model
787–8 airplanes) or ‘‘ENG (1, 2, 3, or 4)
THRUST’’ (for Model 747–8 and 747–8F
airplanes) during operation at or above
30,000 feet pressure altitude: Do borescope
inspections of the first stage blade of the high
pressure compressor of the engines to detect
damage, as specified in paragraph (j)(1) or
(j)(2) of this AD, as applicable. Correct any
damage before further flight.
(1) For Model 747–8 and 747–8F series
airplanes: Before further flight, inspect each
engine for which an EICAS ENGINE THRUST
message was displayed. A minimum total of
3 engines must be inspected before further
flight. Within 5 flight cycles after the EICAS
message was displayed, inspect the fourth
engine, unless already accomplished as
specified in this paragraph.
(2) For Model 787–8 airplanes: Before
further flight, inspect both engines.
(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 (k) of this AD. Information may be
emailed to 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
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or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(l) Related Information
(1) For more information about this AD,
contact Sue Lucier, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; phone: 425–917–6438; fax: 425–917–
6590; email: suzanne.lucier@faa.gov.
(2) Refer to the applicable information
specified in paragraph (l)(2)(i) or (l)(2)(ii) of
this AD for guidance on inspecting the
engine and correcting damage.
(i) For Model 747–8 and 747–8F series
airplanes: Refer to Task 72–00–00–290–801–
G00, High Pressure Compressor Section (with
a Borescope) Detailed Inspection, of Subject
72–00–00, Engine—Inspection/Check, of
Chapter 72, Engine, of the Boeing 747–8
Aircraft Maintenance Manual.
(ii) For Model 787–8 airplanes: Refer to
Data Module DMC–B787–A–G72–00–00–
06B–280C–A, High Pressure Compressor
Section (with a Borescope)—Special Detailed
Inspection, of the Boeing 787–8 Aircraft
Maintenance Manual.
(3) For Boeing service information
identified in this AD that is not incorporated
by reference, 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 https://www.myboeingfleet.com. 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.
(m) Material Incorporated by Reference
None.
Issued in Renton, Washington, on
November 22, 2013.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2013–28638 Filed 11–26–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 73
[Docket No. FAA–2013–0931; Airspace
Docket No. 13–AWP–6]
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RIN 2120–AA66
Amendment of Restricted Area R–7201
Farallon De Medinilla Island; Mariana
Islands, GU
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; technical
amendment.
AGENCY:
This action makes a minor
correction to the longitude coordinate in
SUMMARY:
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Jkt 232001
the boundary of restricted area R–7201,
Farallon De Medinilla Island, Mariana
Islands, Guam. This change is due to the
National Oceanic and Atmospheric
Administration’s (NOAA) adoption of a
revised datum which resulted in a
minor shift in the charted location of
Farallon De Medinilla Island. This
action adjusts the longitude coordinate
of the restricted area to ensure that it is
charted in the proper position over the
Island.
DATES: Effective date: December 27,
2013.
FOR FURTHER INFORMATION CONTACT: Paul
Gallant, Airspace Policy and ATC
Procedures Group, Office of Airspace
Services, Federal Aviation
Administration, 800 Independence
Avenue SW., Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
Background
Based on a NOAA survey in 2010, it
was determined that Farallon De
Medinilla Island (FDM) was not plotted
properly on the NOAA charts. As a
result, the datum for charting the FDM
inset on NOAA Chart 81086 was
corrected based on the survey findings.
This requires a minor adjustment in the
longitude coordinate for R–7201 to take
into account the revised positioning of
FDM on NOAA Chart 81086 and to
ensure that the restricted area is
centered over FDM on the current
NOAA chart.
The Rule
This action amends Title 14 Code of
Federal Regulations (14 CFR) part 73 by
making a minor correction to the
longitude coordinate in the description
of restricted area R–7201, Farallon De
Medinilla Island, Mariana Islands,
Guam. This action changes the
longitude coordinate from ‘‘long.
146°04′39″ E.’’ to ‘‘long. 146°03′31″ E.’’
This change does not affect the
designated altitudes or activities
conducted within the restricted area.
Because this is a minor change that
merely provides a more accurate
plotting of the FDM Island and the
overlying restricted airspace to match
the amended NOAA chart datum, notice
and public procedures under 5 U.S.C.
553(b) are unnecessary.
The FAA has determined that this
action only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation: (1) Is
not a ‘‘significant regulatory action’’
under Executive Order 12866; (2) is not
a ‘‘significant rule’’ under DOT
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Regulatory Policies and Procedures (44
FR 11034; February 26, 1979); and (3)
does not warrant preparation of a
regulatory evaluation as the anticipated
impact is so minimal. Since this is a
routine matter that only affects air traffic
procedures and air navigation, it is
certified that this rule, when
promulgated, does not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
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.
This rulemaking is promulgated
under the authority described in
Subtitle VII, Part A, Subpart I, Section
40103. Under that section, the FAA is
charged with prescribing regulations to
assign the use of the airspace necessary
to ensure the safety of aircraft and the
efficient use of airspace. This regulation
is within the scope of that authority as
amends the description of restricted
area R–7201, Farallon De Medinilla
Island, Mariana Islands.
Environmental Review
The FAA has determined that this
action qualifies for categorical exclusion
under the National Environmental
Policy Act in accordance with FAA
Order 1050.1E, Environmental Impacts:
Policies and Procedures, paragraph
311d. This action is an administrative
change to the description of affected
restricted area R–7201 to reflect a more
accurate geographic coordinate. It does
not alter the dimensions, altitudes, time
of designation or use of the airspace;
therefore, it is not expected to cause any
potentially significant environmental
impacts, and no extraordinary
circumstances exists that warrant
preparation of an environmental
assessment.
List of Subjects in 14 CFR Part 73
Airspace, Prohibited areas, Restricted
areas.
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 73, as follows:
PART 73—SPECIAL USE AIRSPACE
1. The authority citation for part 73
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40103, 40113,
40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–
1963 Comp., p. 389.
E:\FR\FM\27NOR1.SGM
27NOR1
]]>Agencies
[Federal Register Volume 78, Number 229 (Wednesday, November 27, 2013)]
[Rules and Regulations]
[Pages 70851-70854]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-28638]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0974; Directorate Identifier 2013-NM-209-AD;
Amendment 39-17675; AD 2013-24-01]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for The
Boeing Company Model 747-8 and 747-8F series airplanes and Model 787-8
airplanes powered by GEnx engines. This AD requires revising the
airplane flight manual to advise the flight crew of potential ice
crystal icing (ICI) conditions at high altitudes, and to prohibit
operation in moderate and severe ICI conditions. This AD also requires
inspecting the engine after any ICI event is detected by the flight
crew. This AD was prompted by reports of engine damage and thrust loss
events as a result of flying in high altitude ICI conditions. We are
issuing this AD to ensure that the flight crews have operating
instructions to avoid flight into ICI conditions that can lead to
engine damage and thrust loss events; unrecoverable thrust loss on
multiple engines can lead to a forced landing.
DATES: This AD is effective November 27, 2013.
We must receive comments on this AD by January 13, 2014.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; 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 street address for
the Docket Office (phone: 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Sue Lucier, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-
917-6438; fax: 425-917-6590; email: suzanne.lucier@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
Over the past decade, we have been aware of temporary engine thrust
loss, and other engine-related events that occurred in ice crystal
icing (ICI) conditions at high altitudes. These events have prompted
the release of ADs on various airplane models equipped with General
Electric (GE) CF6-80 series engines. Each event was in or near
convective weather conditions that included ice crystal icing.
This type of icing does not appear on radar due to its low
reflectivity, and neither the airplane ice detector nor visual
indications reliably indicate the presence of icing conditions.
Therefore, it is often undetected by the flight crew. Flight in these
conditions can cause ice crystals to accumulate in the core gas flow
path of the engine. In the events leading to those prior ADs, the ice
has shed during throttle transients and in the descent phase of flight,
causing temporary thrust loss.
Since the beginning of 2013, similar events have now occurred on
Model 747-8 and 747-8F series airplanes powered by GEnx-2B engines and
Model 787-8 airplanes powered by GEnx-1B engines. The new events that
prompted this AD, however, have occurred during the cruise phase of
flight and caused permanent damage (beyond maintenance manual limits)
to the engine compressor. In all thrust loss events, data indicate that
ice crystals entered and collected in the initial stages of the
compressor. Engine temperature data indicate small ice accretions were
shed through the core of the engine.
All of these ICI events occurred during cruise at 33,000 feet or
above, either within or after the airplane traversed a large Mesoscale
Convective System (MCS). MCSs are areas where several thunderstorms
have merged, with a continuous cloud larger than 100 kilometers (62
miles) across.
Within or near MCSs, ICI events have occurred where convective
activity has driven a significant quantity of moisture, in the form of
ice crystals, to altitudes at or above the tropopause. ICI events tend
to occur in warm geographic locations.
As of the date of this AD, there have been nine events on Model
747-8 airplanes and Model 787-8 airplanes.
During two events on Model 747-8F airplanes, two engines
experienced thrust losses during the cruise phase of flight. In one of
these events, one of the engines recovered to idle but would not
accelerate and was left at idle for the rest of the flight. The other
engine recovered and operated normally for the rest of the flight. In
both airplane events, subsequent inspections of all four engines
revealed compressor damage on both of the event engines as well as
damage to a third engine that had not experienced a thrust loss.
In four other events--one on a Model 787-8 airplane and three on
Model 747-8 airplanes--uncommanded engine decelerations (i.e., thrust
losses) of approximately 20 seconds in duration occurred. All engines
automatically recovered commanded thrust without crew action and
operated normally for the rest of the flight.
In three other events on Model 747-8 airplanes, at least one engine
showed elevated vibrations on the low-speed engine spool (N1) while in
ICI conditions. The vibrations stopped after the airplanes exited the
weather system, and the engines operated normally for the rest of the
flight.
Unrecoverable thrust loss on multiple engines, due to operation in
high altitude clouds containing ice crystals, could lead to a forced
landing.
FAA's Determination
We are issuing this AD because we evaluated all the relevant
information
[[Page 70852]]
and determined the unsafe condition described previously is likely to
exist or develop in other products of these same type designs.
AD Requirements
This AD requires revising the Certificate Limitations and Operating
Procedures chapters of the AFM to advise the flight crew of potential
ICI conditions at high altitudes, and to provide procedures to prohibit
flight into those conditions.
This AD also requires engine inspections after any event where the
flight crew reports the appearance of the ``ENGINE THRUST'' message on
the engine indication and crew alert system (EICAS) for any engine. The
intent of the inspection requirement is to verify the airworthiness of
the airplane for future flights. Because of thrust requirements on the
different airplane models, the inspection is required before further
flight on a minimum of three engines on Model 747-8 and 747-8F series
airplanes, and on both engines on Model 787-8 airplanes.
Interim Action
We consider this AD interim action. If final action is later
identified, we might consider further rulemaking then.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because
flight in potential ICI at high altitudes could result in engine damage
and loss of thrust and consequent forced landing. Therefore, we find
that notice and opportunity for prior public comment are impracticable
and that good cause exists for making this amendment effective in less
than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, we invite you to send any written data, views, or
arguments about this AD. Send your comments to an address listed under
the ADDRESSES section. Include the docket number FAA-2013-0974 and
Directorate Identifier 2013-NM-209-AD at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this AD. We will
consider all comments received by the closing date and may amend this
AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this AD.
Costs of Compliance
We estimate that this AD affects 14 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs: AFM Revisions
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
AFM revisions....................... 1 work-hour x $85 per $0 $85 $1,190
hour = $85.
----------------------------------------------------------------------------------------------------------------
Estimated Costs: Inspection
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Inspection.......................... 2 work-hours x $85 per $0 $680 per airplane
hour = $170 per engine.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for the on-condition corrective 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
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):
[[Page 70853]]
2013-24-01 The Boeing Company: Amendment 39-17675; Docket No. FAA-
2013-0974; Directorate Identifier 2013-NM-209-AD.
(a) Effective Date
This AD is effective November 27, 2013.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company airplanes, certificated in
any category, identified in paragraphs (c)(1) and (c)(2) of this AD.
(1) Model 747-8 and 747-8F series airplanes powered by GEnx-2B67
or GEnx-2B67B engines.
(2) Model 787-8 airplanes powered by GEnx-1B64, GEnx-1B67, GEnx-
1B70, GEnx-1B64/P1, GEnx-1B67/P1, GEnx-1B70/P1, or GEnx-1B70/75/P1
engines.
Note 1 to paragraph (c)(2) of this AD: The engine nameplate may
also include a suffix such as ``G03,'' which is the applicable Bill
of Materials (See FAA Type Certification Data Sheet T00021SE basic
model identifier).
(d) Subject
Air Transport Association (ATA) of America Code 71, Power plant.
(e) Unsafe Condition
This AD was prompted by reports of engine damage and thrust loss
events as a result of flying in high altitude ice crystal icing
(ICI) conditions. We are issuing this AD to ensure that the flight
crews have operating instructions to avoid flight into ICI
conditions that can lead to engine damage and thrust loss events. We
are also issuing this AD to ensure the airplane has a minimum number
of airworthy engines following a potential high altitude ICI
encounter. Operation with more than one engine having icing damage
can lead to a common cause loss of thrust on multiple engines, which
can lead to a forced landing.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Revision of Airplane Flight Manual (AFM): Certificate Limitations
Within 7 days after the effective date of this AD, revise the
Certificate Limitations chapter of the applicable Boeing AFM to
include the statement provided in figure 1 to paragraph (g) of this
AD. This may be done by inserting a copy of this AD into the AFM.
Figure 1 to Paragraph (g) of This AD--Certificate Limitations
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013-24-01.)
In order to prevent loss of thrust and engine damage due to ice
crystal icing, for operations at or above 30,000 feet, when
approaching, or in, instrument meteorological conditions or visible
moisture:
The flight crew must comply with the Avoidance of Ice Crystal
Icing procedure contained in the Operating Procedures chapter of
this manual.
When following the Avoidance of Ice Crystal Icing procedure,
flight is prohibited within 50NM of amber or red radar returns that
are displayed below the airplane's flight path.
Note 2 to figure 1 to paragraph (g), figure 2 to paragraph (h),
and figure 3 to paragraph (i) of this AD: When statements identical
to those in figures 1, 2, and 3 to paragraphs (g), (h), and (i) of
this AD, respectively, have been included in the applicable chapters
of the general revisions of the applicable AFM, the general
revisions may be inserted into the AFM, and the copy of this AD may
be removed from the AFM.
(h) AFM Revision: Model 747-8 and 747-8F Operating Procedures
For Model 747-8 (Intercontinental) and 747-8F (Freighter) series
airplanes: Within 7 days after the effective date of this AD, revise
the Operating Procedures chapter of the Boeing 747-8 AFM to include
the statement provided in figure 2 to paragraph (h) of this AD. This
may be done by inserting a copy of this AD into the AFM.
Figure 2 to Paragraph (h) of This AD--Model 747-8 Operating Procedures
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013-24-01.)
This procedure is required by the AVOIDANCE OF ICE CRYSTAL ICING
limitation contained in the Certificate Limitations chapter of this
manual. The language below shall not be modified.
Operations in ice crystal icing can cause unrecoverable loss of
thrust and engine damage due to ice crystal icing.
For operations at or above 30,000 feet, when approaching, or in,
instrument meteorological conditions or visible moisture:
Operate weather radar in automatic mode and gain knob set to the
12 o'clock position, or if in manual mode adjust gain to maximum and
set tilt between -1 and -3.
If areas of green, amber or red weather radar returns are
observed along the flight path:
Use manual weather radar tilt control mode and vary the tilt
between -3 and -5 degrees and set the gain knob to the 12 o'clock
position to determine if amber or red returns are present below the
airplane's flight path.
Flight is prohibited within 50NM of amber or red radar returns
that are displayed below the airplane's flight path.
(i) AFM Revision: Model 787-8 Operating Procedures
For Model 787-8 airplanes: Within 7 days after the effective
date of this AD, revise the Operating Procedures chapter of the
Boeing 787 AFM to include the statement provided in figure 3 to
paragraph (i) of this AD. This may be done by inserting a copy of
this AD into the AFM.
Figure 3 to Paragraph (i) of This AD--Model 787-8 Operating Procedures
AVOIDANCE OF ICE CRYSTAL ICING
(Required by AD 2013-24-01.)
This procedure is required by the AVOIDANCE OF ICE CRYSTAL ICING
limitation contained in the Certificate Limitations chapter of this
manual. The language below shall not be modified.
Operations in ice crystal icing can cause unrecoverable loss of
thrust and engine damage due to ice crystal icing.
For operations at or above 30,000 feet, when approaching, or in,
instrument meteorological conditions or visible moisture:
Operate weather radar in automatic mode and 0 manual gain
adjustment, or if in manual mode adjust gain to maximum and set tilt
between -1 and -3.
If areas of green, amber or red weather radar returns are
observed along the flight path:
Use manual weather radar tilt control mode and vary the tilt
between -3 and -5 degrees and select 0 manual gain adjustment to
determine if amber or red returns are present below the airplane's
flight path.
Flight is prohibited within 50NM of amber or red radar returns
that are displayed below the airplane's flight path.
(j) Post-Event Inspections
After any flight crew report of the appearance of an engine
indicating and crew alerting system (EICAS) message that displays
``ENG THRUST (L,R)'' (for Model 787-8 airplanes) or ``ENG (1, 2, 3,
or 4) THRUST'' (for Model 747-8 and 747-8F airplanes) during
operation at or above 30,000 feet pressure altitude: Do borescope
inspections of the first stage blade of the high pressure compressor
of the engines to detect damage, as specified in paragraph (j)(1) or
(j)(2) of this AD, as applicable. Correct any damage before further
flight.
(1) For Model 747-8 and 747-8F series airplanes: Before further
flight, inspect each engine for which an EICAS ENGINE THRUST message
was displayed. A minimum total of 3 engines must be inspected before
further flight. Within 5 flight cycles after the EICAS message was
displayed, inspect the fourth engine, unless already accomplished as
specified in this paragraph.
(2) For Model 787-8 airplanes: Before further flight, inspect
both engines.
(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 (k) of this AD.
Information may be emailed to 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector,
[[Page 70854]]
or lacking a principal inspector, the manager of the local flight
standards district office/certificate holding district office.
(l) Related Information
(1) For more information about this AD, contact Sue Lucier,
Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton,
Washington 98057-3356; phone: 425-917-6438; fax: 425-917-6590;
email: suzanne.lucier@faa.gov.
(2) Refer to the applicable information specified in paragraph
(l)(2)(i) or (l)(2)(ii) of this AD for guidance on inspecting the
engine and correcting damage.
(i) For Model 747-8 and 747-8F series airplanes: Refer to Task
72-00-00-290-801-G00, High Pressure Compressor Section (with a
Borescope) Detailed Inspection, of Subject 72-00-00, Engine--
Inspection/Check, of Chapter 72, Engine, of the Boeing 747-8
Aircraft Maintenance Manual.
(ii) For Model 787-8 airplanes: Refer to Data Module DMC-B787-A-
G72-00-00-06B-280C-A, High Pressure Compressor Section (with a
Borescope)--Special Detailed Inspection, of the Boeing 787-8
Aircraft Maintenance Manual.
(3) For Boeing service information identified in this AD that is
not incorporated by reference, 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 https://www.myboeingfleet.com. 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.
(m) Material Incorporated by Reference
None.
Issued in Renton, Washington, on November 22, 2013.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-28638 Filed 11-26-13; 8:45 am]
BILLING CODE 4910-13-P
