Airworthiness Directives; The Boeing Company Airplanes, 15660-15665 [2014-04852]
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15660
Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations
(j) Repair of Crack Damage
If any damage is found during any
inspection required by paragraph (g)(1),
(g)(2), (g)(3), or (g)(4) of this AD, before
further flight, repair the damage following
paragraph G. of the Accomplishment
Instructions in the service information listed
in paragraphs (j)(1) through (j)(4) of this AD,
as applicable. The repair scheme provided
will be based on the damage reports
submitted per paragraph (i) of this AD.
(1) M7 Aerospace LLC SA227 Series
Commuter Category Service Bulletin CC7–
53–007 R1, revised November 6, 2013.
(2) M7 Aerospace LLC SA227 Series
Service Bulletin 227–53–011 R1, revised
November 6, 2013.
(3) M7 Aerospace LLC SA26 Series Service
Bulletin 26–53–001 R1, revised November 6,
2013.
(4) M7 Aerospace LLC SA226 Series
Service Bulletin 226–53–017 R1, revised
November 6, 2013.
(k) Credit for Actions Accomplished in
Accordance With Previous Service
Information
This AD allows credit for the initial
inspection and any resulting actions required
in paragraphs (g)(1) through (g)(4), (i), and (j)
of this AD, including all subparagraphs, if
done before April 25, 2014 (the effective date
of this AD), following the procedures
specified in the Accomplishment
Instructions of the applicable service
information listed in paragraphs (k)(1)
through (k)(4) of this AD:
(1) M7 Aerospace LLC SA227 Series
Commuter Category Service Bulletin CC7–
53–007, dated September 26, 2013.
(2) M7 Aerospace LLC SA227 Series
Commuter Category Service Bulletin 227–53–
011, dated September 26, 2013.
(3) M7 Aerospace LLC SA26 Series Service
Bulletin 226–53–001, dated September 26,
2013.
(4) M7 Aerospace LLC SA226 Series
Service Bulletin 226–53–017, dated
September 26, 2013.
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(l) Paperwork Reduction Act Burden
Statement
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject to
a penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork Reduction
Act unless that collection of information
displays a current valid OMB Control
Number. The OMB Control Number for this
information collection is 2120–0056. Public
reporting for this collection of information is
estimated to be approximately 5 minutes per
response, including the time for reviewing
instructions, completing and reviewing the
collection of information. All responses to
this collection of information are mandatory.
Comments concerning the accuracy of this
burden and suggestions for reducing the
burden should be directed to the FAA at: 800
Independence Ave. SW., Washington, DC
20591, Attn: Information Collection
Clearance Officer, AES–200.
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(m) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Fort Worth Airplane
Certification Office, 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 (n)(1) of this AD.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(n) Related Information
For more information about this AD,
contact Andrew McAnaul, Aerospace
Engineer, FAA, ASW–150 (c/o San Antonio
MIDO), 10100 Reunion Place, Suite 650, San
Antonio, Texas 78216; phone: (210) 308–
3365; fax: (210) 308–3370; email:
andrew.mcanaul@faa.gov.
(o) 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) M7 Aerospace LLC SA227 Series
Commuter Category Service Bulletin CC7–
53–007 R1, revised November 6, 2013.
(ii) M7 Aerospace LLC SA227 Series
Service Bulletin 227–53–011 R1, revised
November 6, 2013.
(iii) M7 Aerospace LLC SA26 Series
Service Bulletin 26–53–001 R1, revised
November 6, 2013.
(iv) M7 Aerospace LLC SA226 Series
Service Bulletin 226–53–017 R1, revised
November 6, 2013.
(3) For M7 Aerospace LLC service
information identified in this AD, contact M7
Aerospace LP, 10823 NE Entrance Road, San
Antonio, Texas 78216; phone: (210) 824–
9421; fax: (210) 804–7766; Internet: https://
www.elbitsystems-us.com; email: none.
(4) You may view this service information
at the FAA, Small Airplane Directorate, 901
Locust, Kansas City, Missouri 64106. For
information on the availability of this
material at the FAA, call 816–329–4148.
(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: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Kansas City, Missouri, on March
7, 2014.
Steven W. Thompson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–05613 Filed 3–20–14; 8:45 am]
BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–1318; Directorate
Identifier 2012–NM–104–AD; Amendment
39–17789; AD 2014–05–16]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 747–200B,
747–300, 747–400, 747–400D, 747–400F
series airplanes, and Model 767 series
airplanes, powered by General Electric
(GE) CF6–80C2 engines. This AD was
prompted by reports of failure of the
electro mechanical brake flexshaft (short
flexshaft) of the thrust reverser actuation
system (TRAS). This AD requires
replacing the short flexshaft on each
engine with a new short flexshaft,
testing of the electro mechanical brake
and center drive unit (CDU) cone brake
to verify the holding torque, and
performing related investigative and
corrective actions if necessary. We are
issuing this AD to prevent an
uncommanded in-flight thrust reverser
deployment and consequent loss of
control of the airplane.
DATES: This AD is effective April 25,
2014.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of April 25, 2014.
ADDRESSES: For Boeing service
information identified in this AD,
contact Boeing Commercial Airplanes,
Attention: Data & Services Management,
P. O. Box 3707, MC 2H–65, Seattle, WA
98124–2207; telephone 206–544–5000,
extension 1; fax 206–766–5680; Internet
https://www.myboeingfleet.com.
For Middle River Aircraft Systems
service information identified in this
AD, contact Middle River Aircraft
Systems, 103 Chesapeake Park Plaza,
Baltimore, MD 21220; telephone 410–
682–1500; fax 410–682–1230; email
info@mras-usa.com; Internet https://
www.mras-usa.com/contact.html.
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.
SUMMARY:
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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations
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 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:
Tung Tran, Aerospace Engineer,
Propulsion Branch, ANM–140S, Seattle
Aircraft Certification Office (ACO),
FAA, 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6505;
fax: 425–917–6590; email: Tung.Tran@
faa.gov.
SUPPLEMENTARY INFORMATION:
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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 747–200B, 747–300, 747–400,
747–400D, 747–400F series airplanes,
and Model 767 series airplanes,
powered by General Electric (GE) CF6–
80C2 engines. The NPRM published in
the Federal Register on January 16,
2013 (78 FR 3363). The NPRM was
prompted by reports of failure of the
electro mechanical brake flexshaft (short
flexshaft) of the thrust reverser actuation
system (TRAS). The NPRM proposed to
require replacing the short flexshaft on
each engine with a new short flexshaft,
testing of the electro-mechanical brake
and center drive unit (CDU) cone brake
to verify the holding torque, and
performing related investigative and
corrective actions if necessary. We are
issuing this AD to prevent an
uncommanded in-flight thrust reverser
deployment and consequent loss of
control of the airplane.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the proposal (78 FR 3363,
January 16, 2013) and the FAA’s
response to each comment.
Request To Clarify Applicability and
Reliability Difference Between Engine
Models
Air France Industries asked if the
thrust reversers on GE CF6–80E1
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powered airplanes are addressed by the
NPRM (78 FR 3363, January 16, 2013),
and if the flexshaft reliability difference
between GE CF6–80C2 and CF6–80E1
engines is due to the systematic
introduction of the double P-Seal on
translating cowls on GE CF6–80E1
engines.
We agree to clarify why the NPRM (78
FR 3363, January 16, 2013) did not
address the GE CF6–80E1 thrust
reversers. This final rule was prompted
by reports of failure of the electromechanical brake flexshaft (short
flexshaft) of the TRAS on Model 747
and Model 767 airplanes powered by GE
CF6–80C2 engines. Therefore, we did
not conduct a safety assessment on
airplanes powered by GE CF6–80E1
engines. We have not determined that
the double P-Seal was a contributing
factor to the failure of the flexshaft on
GE CF6–80C2 engines. We are aware
that this defective flexshaft could be
installed on other engines. We have
contacted the appropriate office to
address the safety concerns regarding
this defective flexshaft on other airplane
models, and might consider additional
rulemaking if an unsafe condition is
identified on other engines. We have not
changed this final rule in this regard.
Request To Include Additional Service
Information
UPS requested that we allow the use
of Middle River Aircraft Systems
(MRAS) CF6–80C2B Service Bulletin
78–1168, Revision 1, dated August 26,
2010, to comply with the flexshaft
replacement proposed by paragraph (g)
of the NPRM (78 FR 3363, January 16,
2013). UPS stated that it has fully
complied with the flexshaft replacement
requirement using this service
information.
We agree with the commenter’s
request. Since we issued the NPRM (78
FR 3363, January 16, 2013), we have
determined that flexshaft replacements
done in accordance with Middle River
Aircraft Systems CF6–80C2B Service
Bulletin 78–1168, Revision 1, dated
August 26, 2010; and Revision 2, dated
April 19, 2011; meet the intent of this
final rule. We have changed paragraph
(g) of this final rule to include Middle
River Aircraft Systems CF6–80C2B
Service Bulletin 78–1168, Revision 2,
dated April 19, 2011, as an appropriate
source of service information; and we
have also added new paragraph (m) to
this final rule to provide credit for
actions done prior to the effective date
of this final rule using Middle River
Aircraft Systems CF6–80C2B Service
Bulletin 78–1168, Revision 1, dated
August 26, 2010. We have redesignated
subsequent paragraphs accordingly.
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Request To Update Parts Cost
MRAS provided current cost data and
requested that we update the estimated
parts costs accordingly.
We agree to update the estimated
parts costs. We have changed the
estimated parts cost to $4,031 for each
flexshaft, which changes the estimated
parts cost to $32,248 for a Model 747
airplane, and to $16,124 for a Model 767
airplane.
Request To Change Parts Installation
Prohibition Paragraph
Boeing and MRAS requested that we
change paragraph (k) of the NPRM (78
FR 3363, January 16, 2013), which
would prohibit installation of part
number (P/N) 3278500–( ), on any
airplane, to specify that this prohibition
applies only to Boeing airplanes. MRAS
stated that P/N 3278500–( ) is still
certified on Airbus Model A330
airplanes.
We partially agree with the
commenters’ request. This final rule
applies only to the airplanes identified
in paragraph (c) of this final rule.
Paragraph (k) of this final rule specifies
‘‘any airplane,’’ which refers to the
airplanes identified in paragraph (c) of
this final rule. However, to add clarity
to this final rule, we have revised
paragraph (k) of this final rule to specify
that the parts prohibition applies only to
the airplanes identified in paragraph (c)
of this final rule.
Request To Clarify CDU Cone Brake
Replacement Action
Boeing and MRAS requested that we
change the fifth paragraph of the
Relevant Service Information section of
the NPRM (78 FR 3363, January 16,
2013), which specified that the
corrective action for a CDU cone brake
test failure is replacement of the CDU
cone brake with a new CDU cone brake.
The commenters stated that the cone
brake is not a line-replaceable unit
(LRU), and that if a CDU cone brake
fails, the entire CDU must be replaced
with a serviceable CDU. MRAS stated
that the cone brake within the CDU can
be replaced only in a component
maintenance shop.
We agree that the cone brake is not an
LRU, and that the corrective action for
a CDU cone brake test failure is
replacement of the CDU with a new or
serviceable CDU. Paragraph (i) of this
final rule requires doing the corrective
action for a failed cone brake functional
test in accordance with certain
applicable service information, which
does specify replacing the CDU—not
just the cone brake—after a failed test.
The Relevant Service Information
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paragraph of the NPRM (78 FR 3363,
January 16, 2013) is not repeated in this
final rule; therefore, we have not
changed this final rule in this regard.
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Request To Extend the Repetitive
Inspection Interval
Air New Zealand (ANZ) requested
that we extend the repetitive inspection
interval specified in paragraph (h) of the
NPRM (78 FR 3363, January 16, 2013) to
3,000 flight hours or greater. ANZ cited
several previous alternative methods of
compliance (AMOC) approvals for
issued ADs to extend the inspection
intervals on the thrust reverser CDU
cone brake and the electro-mechanical
brakes.
We do not agree to extend the
repetitive inspection interval proposed
in the NPRM (78 FR 3363, January 16,
2013) to 3,000 flight hours or greater.
The AMOC extension to inspection
intervals to 3,000 flight hours or greater
was granted based on a fault tree
analysis that assumed the engine cowl
anti-ice system was causing the short
flexshaft to fail. We now have enough
data to invalidate that assumption. As
part of the certification process of the
new flexshaft, the system safety
analyses on all Model 747 and Model
767 airplanes with GE CF6–80C2
engines were refined, and the predicted
failure rate from the comparative testing
was used. We have determined that we
could meet average and specific risk
requirements with an inspection
interval of 2,000 flight hours for both
the CDU cone brake and TRAS lock
flexshaft. Therefore, we have
determined that a repetitive inspection
interval of 2,000 flight hours is
necessary to address the unsafe
condition. We have not changed this
final rule in this regard.
Request To Combine Multiple ADs Into
One AD
ANZ requested that we combine the
following ADs into one new AD to
reduce the complexity of multiple
regulatory requirements.
• AD 2003–16–16, Amendment 39–
13269 (68 FR 51439, August 27, 2003).
• AD 2000–15–04, Amendment 39–
11833 (65 FR 47252, August 2, 2000).
• AD 2000–09–04, Amendment 39–
11712 (65 FR 25833, May 4, 2000).
We partially agree with the
commenter’s request. We agree with the
commenter about the complexity of
complying with multiple regulatory
requirements. We disagree with the
request to combine the requirements of
these ADs into one new AD, because
this final rule is not the proper venue
for addressing this issue. We are issuing
this final rule to require replacement of
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the short flexshaft with a better and
more reliable part. We have considered
the previous rulemaking by allowing
this new part replacement and repetitive
inspections to be a terminating action
for the repetitive inspections set by
previous ADs, as specified in paragraph
(j) of this final rule. We have not
changed this final rule in this regard.
Request To Add Airplanes to the
Applicability
Boeing requested that we include
Model 767 airplanes powered by GE
CF6–80C2 engines in the applicability
of the NPRM (78 FR 3363, January 16,
2013); and require all production
airplanes to do the requirements of
paragraph (h) of the NPRM. Boeing
stated that AD 2000–09–04, Amendment
39–11712 (65 FR 25833, May 5, 2000),
which is applicable to Model 767
airplanes powered by GE CF6–80C2
engines, mandates the inspection of the
TRAS lock flexshaft and CDU cone
brake at 1,000 hours, and that these
airplanes should be able to use the
extended 2,000-hour TRAS lock
flexshaft and CDU tests granted in the
NPRM.
We disagree with the commenter’s
request. Adding airplanes to the
applicability would necessitate (under
the provisions of the Administrative
Procedure Act) reissuing the notice,
reopening the comment period,
considering additional comments
subsequently received, and eventually
issuing a final rule. In consideration of
the amount of time that has already
elapsed since issuance of the original
notice (78 FR 3363, January 16, 2013),
we have determined that further delay
of this final rule is not appropriate.
However, we might consider further
rulemaking on this issue. We have not
changed this final rule in this regard.
Request To Allow Dispatch of an
Airplane With a Failed CDU Cone
Brake Check
Boeing requested that we allow a
master minimum equipment list
(MMEL) dispatch of an airplane when a
CDU cone brake check fails. Boeing
stated that a certain FAA AMOC
approval letter already allows for an
MMEL dispatch of an airplane when
only the CDU cone brake check fails.
We agree with the commenter’s
request. The electro-mechanical brake
provides an additional level of
protection against the inadvertent inflight deployment of the thrust reverser.
We have added new paragraph (l) to this
final rule, which specifies that in the
event of a CDU cone brake failure, an
airplane may be operated as specified in
the operator’s FAA-approved minimum
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equipment list, provided that certain
conditions are met. We have
redesignated subsequent paragraphs
accordingly.
Requests for Terminating Action
Boeing requested we specify that the
functional tests in paragraph (h) of the
NPRM (78 FR 3363, January 16, 2013)
terminate the functional test
requirements of paragraph (e), as well as
paragraph (f), of AD 2000–09–04,
Amendment 39–11712 (65 FR 25833,
May 4, 2000).
Delta Airlines requested we specify
that the functional tests in paragraph (h)
of the NPRM (78 FR 3363, January 16,
2013) terminate the requirements of
paragraph (a), as well as paragraph (e),
of AD 2003–16–16, Amendment 39–
13269 (68 FR 51439, August 27, 2003).
We agree with the commenters’
requests. The functional tests required
by paragraph (h) of this final rule
address the tests required by the AD
requirements cited by the commenters.
We have changed paragraphs (j)(1) and
(j)(3) of this final rule, as specified by
the commenter.
Request for Credit for Previous Actions
Atlas Air requested that we give credit
for the actions required by paragraph (h)
of the NPRM (78 FR 3363, January 16,
2013), if those actions were done before
the effective date of this AD using the
service information specified in
paragraph (h) of the NPRM.
Specifying credit for the actions done
before the effective date of this final rule
using the same service information
specified in paragraph (h) of this final
rule is unnecessary. Paragraph (f) of this
final rule specifies to comply with the
AD within the compliance times
specified, unless already done. We have
not changed this final rule in this
regard.
Requests for Clarification of
Installation Instructions
American Airlines (AAL) requested
that we revise paragraph (g) of the
NPRM (78 FR 3363, January 16, 2013) to
clarify that the installation instructions
for the new short flexshaft contain a
lower torque value than the torque value
specified in AD 2000–09–04,
Amendment 39–11712 (65 FR 25833,
May 4, 2000), and the service
information referenced in AD 2000–09–
04.
We agree to clarify the installation
instructions. The torque value for the
new short flexshaft installation in
paragraph (g) is lower than the torque
value described for the part specified in
AD 2000–09–04, Amendment 39–11712
(65 FR 25833, May 4, 2000). We have
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added Note 1 to paragraph (g) of this
final rule to clarify this issue.
Request for Clarification of Compliance
Time
AAL requested we clarify that the
compliance time of paragraph (h) of the
NPRM (78 FR 3363, January 16, 2013)
supersedes the compliance times
specified in AD 2000–09–04,
Amendment 39–11712 (65 FR 25833,
May 4, 2000); Boeing Service Bulletin
767–78A0081, Revision 2, dated April
19, 2001; and FAA AMOC 140S–03–
313, dated December 19, 2003.
We agree to clarify the compliance
time. This final rule does not supersede
AD 2000–09–04, Amendment 39–11712
(65 FR 25833, May 4, 2000). FAA
AMOC 140S–03–313, dated December
19, 2003, applies to AD 2000–09–04,
and not to this final rule. We have
determined that the functional test
compliance times specified in paragraph
(h) of this final rule are necessary to
ensure the continued airworthiness of
the airplane. Under the provisions of
paragraph (n) of this final rule, however,
we may consider requests for
adjustments to the compliance time if
data are submitted to substantiate that
such an adjustment would provide an
acceptable level of safety. We have not
changed this final rule in this regard.
Request for Certain Hardware
Approvals
AAL requested that we approve FAA
AMOC 140S–12–42, dated March 14,
2012, as an AMOC to the NPRM (78 FR
3363, January 16, 2013), or specifically
list the hardware approvals and actions
in AMOC 140S–12–42 dated March 14,
2012, in the NPRM.
We disagree with the commenter’s
requests. The commenter did not
provide data to substantiate that the
hardware actions specified in FAA
AMOC 140S–12–42, dated March 14,
2012, are applicable to the new short
flexshaft installation required by this
final rule. Under the provisions of
paragraph (n) of this final rule, however,
we will consider requests for approval
of an AMOC if sufficient data are
submitted to substantiate that
alternative hardware requirements
would provide an acceptable level of
safety. We have not changed this final
rule in this regard.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (78 FR 3363,
January 16, 2013) for correcting the
unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (78 FR 3363,
January 16, 2013).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Costs of Compliance
We estimate that this AD affects 298
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Cost per
product
Labor cost
Replacement Model 747 airplanes .................
(72 airplanes) ..................................................
Replacement Model 767 airplanes .................
(226 airplanes) ................................................
Functional test .................................................
Model 747 airplanes .......................................
(72 airplanes) ..................................................
Functional test .................................................
Model 767 airplanes .......................................
(226 airplanes) ................................................
8 work-hours × $85 per hour = $680 .............
$32,248
$32,928
$2,370,816
4 work-hours × $85 per hour = $340 .............
16,124
16,464
3,720,864
12 work-hours × $85 per hour = $1,020 ........
0
1,020
73,440
12 work-hours × $85 per hour = $1,020 ........
0
1,020
230,520
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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
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Parts cost
Cost on U.S.
operators
Action
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,
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(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:
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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations
installation specified in paragraph (g) of this
AD is lower than the torque value described
for the part specified in AD 2000–09–04,
Amendment 39–11712 (65 FR 25833, May 4,
2000).
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):
■
2014–05–16 The Boeing Company:
Amendment 39–17789; Docket No.
FAA–2012–1318; Directorate Identifier
2012–NM–104–AD.
(a) Effective Date
This AD is effective April 25, 2014.
(b) Affected ADs
This AD affects AD 2003–16–16,
Amendment 39–13269 (68 FR 51439, August
27, 2003); AD 2000–15–04, Amendment 39–
11833 (65 FR 47252, August 2, 2000); and AD
2000–09–04, Amendment 39–11712 (65 FR
25833, May 4, 2000).
(c) Applicability
This AD applies to The Boeing Company
airplanes, certificated in any category,
powered by General Electric (GE) CF6–80C2
engines, as identified in paragraphs (c)(1) and
(c)(2) of this AD.
(1) Model 747–200B, 747–300, 747–400,
747–400D, and 747–400F series airplanes, as
identified in Boeing Alert Service Bulletin
747–78A2185, dated October 26, 2010.
(2) Model 767–200, –300, –300F, and
–400ER series airplanes, as identified in
Boeing Alert Service Bulletin 767–78A0100,
dated October 26, 2010.
(d) Subject
Joint Aircraft System Component (JASC)
Code 7830, Thrust reverser.
(e) Unsafe Condition
This AD was prompted by reports of failure
of the electro-mechanical brake flexshaft
(short flexshaft) of the thrust reverser
actuation system (TRAS). We are issuing this
AD to prevent an uncommanded in-flight
thrust reverser deployment and consequent
loss of control of the airplane.
mstockstill on DSK4VPTVN1PROD with RULES
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Flexible Drive Shaft Replacement
Within 60 months after the effective date
of this AD, replace the short flexshaft on each
thrust reverser half of each engine with a new
short flexshaft, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–78A2185, dated October
26, 2010; or Boeing Alert Service Bulletin
767–78A0100, dated October 26, 2010; as
applicable; or Middle River Aircraft Systems
CF6–80C2B Service Bulletin 78–1168,
Revision 2, dated April 19, 2011.
Note 1 to paragraph (g) of this AD: The
torque value for the short flexshaft
VerDate Mar<15>2010
15:59 Mar 20, 2014
Jkt 232001
(h) Functional Test
Within 2,000 flight hours after
accomplishment of the short flexshaft
replacements required by paragraph (g) of
this AD: Do a functional test on the electromechanical brakes and the cone brake of the
center drive unit (CDU) to verify the holding
torque, on all thrust reversers and on all
engines, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 747–78A2166, Revision 3,
dated July 29, 2004 (for Model 747 airplanes);
Boeing Alert Service Bulletin 767–78A0081,
Revision 2, dated April 19, 2001 (for Model
767–200, –300, and –300F airplanes); or
Boeing Alert Service Bulletin 767–78A0088,
dated April 19, 2001 (for Model 767–400ER
airplanes). Repeat the functional test
thereafter at intervals not to exceed 2,000
flight hours.
(i) Corrective Action
If any functional test required by paragraph
(h) of this AD fails: Before further flight, do
related investigative and corrective actions,
in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747–
78A2166, Revision 3, dated July 29, 2004 (for
Model 747 airplanes); Boeing Alert Service
Bulletin 767–78A0081, Revision 2, dated
April 19, 2001 (for Model 767–200, –300, and
–300F airplanes); or Boeing Alert Service
Bulletin 767–78A0088, dated April 19, 2001
(for Model 767–400ER airplanes); and repeat
the applicable test or check until successfully
accomplished.
(j) Terminating Actions
(1) Accomplishment of the initial test
specified in paragraph (h) of this AD
terminates the requirements of paragraphs (a)
and (e) of AD 2003–16–16, Amendment 39–
13269 (68 FR 51439, August 27, 2003), for
Model 747–400 series airplanes powered by
GE Model CF6–80C2 series engines.
(2) Accomplishment of the initial test
specified in paragraph (h) of this AD
terminates the requirements of paragraph (g)
of AD 2000–15–04, Amendment 39–11833
(65 FR 47252, August 2, 2000), for Model
747–200 and –300 series airplanes powered
by General Electric Model CF6–80C2 series
engines.
(3) Accomplishment of the initial test
specified in paragraph (h) of this AD
terminates the requirements of paragraphs (e)
and (f) of AD 2000–09–04, Amendment 39–
11712 (65 FR 25833, May 4, 2000), for Model
767 series airplanes powered by General
Electric Model CF6–80C2 series engines.
(k) Parts Installation Prohibition
As of the effective date of this AD, no
person may install a flexshaft having part
number 3278500–( ) on any airplane
identified in paragraph (c) of this AD.
(l) Operation With a CDU Cone Brake
Failure
In the event of a CDU cone brake failure,
an airplane may be operated as specified in
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Fmt 4700
Sfmt 4700
the operator’s FAA-approved minimum
equipment list, provided that the conditions
specified in paragraphs (l)(1) through (l)(3) of
this AD, as applicable, are met.
(1) Only one CDU cone brake check on any
engine thrust reverser on the Model 767
airplane has failed.
(2) The electro-mechanical brake (TRAS
lock) on the inoperative thrust reverser must
be locked in the forward thrust position.
(3) Since the most recent flight, and before
further flight, on the affected engine, the
electro-mechanical brake (TRAS lock)
holding torque is determined to be acceptable
in accordance with the function test specified
in paragraph (h) of this AD.
(m) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (g) of this AD, if those
actions were performed before the effective
date of this AD using Middle River Aircraft
Systems CF6–80C2B Service Bulletin 78–
1168, Revision 1, dated August 26, 2010,
which is not incorporated by reference in this
AD.
(n) 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 (o)(1) 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,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(o) Related Information
(1) For more information about this AD,
contact Tung Tran, Aerospace Engineer,
Propulsion Branch, ANM–140S, Seattle
Aircraft Certification Office (ACO), FAA,
1601 Lind Avenue SW., Renton, WA 98057–
3356; phone: 425–917–6505; fax: 425–917–
6590; email: Tung.Tran@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference may
be obtained at the addresses specified in
paragraphs (p)(4) and (p)(5) of this AD.
(p) 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.
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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations
(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 747–
78A2185, dated October 26, 2010.
(ii) Boeing Alert Service Bulletin 767–
78A0081, Revision 2, dated April 19, 2001.
(iii) Boeing Alert Service Bulletin 767–
78A0088, dated April 19, 2001.
(iv) Boeing Alert Service Bulletin 767–
78A0100, dated October 26, 2010.
(v) Boeing Service Bulletin 747–78A2166,
Revision 3, dated July 29, 2004.
(vi) Middle River Aircraft Systems CF6–
80C2B Service Bulletin 78–1168, Revision 2,
dated April 19, 2011.
(3) For Boeing service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data &
Services Management, P.O. Box 3707, MC
2H–65, Seattle, WA 98124–2207; telephone
206–544–5000, extension 1; fax 206–766–
5680; Internet https://
www.myboeingfleet.com.
(4) For Middle River Aircraft Systems
service information identified in this AD,
contact Middle River Aircraft Systems,
ATTN: Commercial Spares Support, Mail
Point 46, 103 Chesapeake Park Plaza,
Baltimore, MD 21220; fax: 410–682–0090;
email: spares_support@mras-usa.com.
(5) 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.
(6) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on February
18, 2014.
Ross Landes,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–04852 Filed 3–20–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–1015; Directorate
Identifier 2013–NE–37–AD; Amendment 39–
17798; AD 2014–05–25]
mstockstill on DSK4VPTVN1PROD with RULES
RIN 2120–AA64
Airworthiness Directives; Rolls-Royce
plc Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
SUMMARY:
VerDate Mar<15>2010
15:59 Mar 20, 2014
Jkt 232001
Rolls-Royce plc (RR) RB211–Trent 970–
84, RB211–Trent 970B–84, RB211–Trent
972–84, RB211–Trent 972B–84, RB211–
Trent 977–84, RB211–Trent 977B–84,
and RB211–Trent 980–84 turbofan
engines. This AD requires inspections of
the low-pressure turbine exhaust case
and support assembly or tail bearing
housing (TBH) to detect cracks or
damage. This AD was prompted by an
RR structural re-analysis indicating that
the TBH may not retain full limit load
capability in all fail-safe conditions. We
are issuing this AD to prevent failure of
the TBH, resulting in damage to the
engine and damage to the airplane.
DATES: This AD becomes effective April
7, 2014.
We must receive comments on this
AD by May 5, 2014.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of April 7, 2014.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov and follow
the instructions for sending your
comments electronically.
• Mail: U.S. Department of
Transportation, 1200 New Jersey
Avenue SE., West Building Ground
Floor, Room W12–140, Washington, DC
20590–0001.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
• Fax: 202–493–2251.
For service information identified in
this AD, contact Rolls-Royce plc,
Corporate Communications, P.O. Box
31, Derby, England, DE248BJ; phone:
011–44–1332–242424; fax: 011–44–
1332–245418, or email: https://
www.rolls-royce.com/contact/civil_
team.jsp. You may view this service
information at the FAA, Engine &
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803.
For information on the availability of
this material at the FAA, call 781–238–
7125.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2013–
1015; or in person at the Docket
Operations office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this AD, the mandatory
continuing airworthiness information
(MCAI), the regulatory evaluation, any
comments received, and other
PO 00000
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Fmt 4700
Sfmt 4700
15665
information. The street address for the
Docket Operations office (phone: 800–
647–5527) is the same as the Mail
address provided in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Anthony W. Cerra, Jr., Aerospace
Engineer, Engine Certification Office,
FAA, Engine & Propeller Directorate, 12
New England Executive Park,
Burlington, MA 01803; phone: 781–
238–7128; fax: 781–238–7199; email:
anthony.cerra@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2013–0240
(correction), dated October 4, 2013
(referred to herein after as ‘‘the MCAI’’),
to correct an unsafe condition for the
specified products. The MCAI states:
Rolls-Royce performed a re-analysis of the
structural features of the Trent 900 lowpressure turbine exhaust case and support
assembly (also known as Tail Bearing
Housing, or TBH). The result of this reanalysis indicates that the TBH may not
retain full limit load capability in all fail-safe
conditions. In addition, during previous
inspections of Trent 900 TBH mounts and
vanes, cracks have been found in the outer
annulus leading edge (LE) fillet of some
vanes.
These conditions, if not detected and
corrected, could lead to disconnection of the
TBH structural ring from the mounts,
possibly resulting in damage to, or reduced
control of, the aeroplane.
You may obtain further information by
examining the MCAI in the AD docket
on the Internet at https://
www.regulations.gov by searching for
and locating it in Docket No. FAA–
2013–1015.
Relevant Service Information
RR has issued Repeater Technical
Variance (TV) No. 132043, Issue 1,
dated March 25, 2013; Repeater TV No.
132217, Issue 5, dated May 23, 2013; TV
No. 124801, Issue 2, dated July 4, 2012;
TV No. 124851, Issue 2, dated July 4,
2012; Alert Non-Modification Service
Bulletin (NMSB) No. RB.211–72–
AG971, Revision 1, dated September 27,
2013; and Alert NMSB No. RB.211–72–
AH154, Revision 1, dated June 18, 2013.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
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]]>Agencies
[Federal Register Volume 79, Number 55 (Friday, March 21, 2014)]
[Rules and Regulations]
[Pages 15660-15665]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-04852]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-1318; Directorate Identifier 2012-NM-104-AD;
Amendment 39-17789; AD 2014-05-16]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 747-200B, 747-300, 747-400, 747-400D, 747-400F
series airplanes, and Model 767 series airplanes, powered by General
Electric (GE) CF6-80C2 engines. This AD was prompted by reports of
failure of the electro mechanical brake flexshaft (short flexshaft) of
the thrust reverser actuation system (TRAS). This AD requires replacing
the short flexshaft on each engine with a new short flexshaft, testing
of the electro mechanical brake and center drive unit (CDU) cone brake
to verify the holding torque, and performing related investigative and
corrective actions if necessary. We are issuing this AD to prevent an
uncommanded in-flight thrust reverser deployment and consequent loss of
control of the airplane.
DATES: This AD is effective April 25, 2014.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of April 25,
2014.
ADDRESSES: For Boeing service information identified in this AD,
contact Boeing Commercial Airplanes, Attention: Data & Services
Management, P. O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone
206-544-5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
For Middle River Aircraft Systems service information identified in
this AD, contact Middle River Aircraft Systems, 103 Chesapeake Park
Plaza, Baltimore, MD 21220; telephone 410-682-1500; fax 410-682-1230;
email usa.com">info@mras-usa.com; Internet https://www.mras-usa.com/contact.html.
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.
[[Page 15661]]
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 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: Tung Tran, Aerospace Engineer,
Propulsion Branch, ANM-140S, Seattle Aircraft Certification Office
(ACO), FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-
917-6505; fax: 425-917-6590; email: Tung.Tran@faa.gov.
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 747-200B, 747-300, 747-400, 747-400D, 747-400F series airplanes,
and Model 767 series airplanes, powered by General Electric (GE) CF6-
80C2 engines. The NPRM published in the Federal Register on January 16,
2013 (78 FR 3363). The NPRM was prompted by reports of failure of the
electro mechanical brake flexshaft (short flexshaft) of the thrust
reverser actuation system (TRAS). The NPRM proposed to require
replacing the short flexshaft on each engine with a new short
flexshaft, testing of the electro-mechanical brake and center drive
unit (CDU) cone brake to verify the holding torque, and performing
related investigative and corrective actions if necessary. We are
issuing this AD to prevent an uncommanded in-flight thrust reverser
deployment and consequent loss of control of the airplane.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(78 FR 3363, January 16, 2013) and the FAA's response to each comment.
Request To Clarify Applicability and Reliability Difference Between
Engine Models
Air France Industries asked if the thrust reversers on GE CF6-80E1
powered airplanes are addressed by the NPRM (78 FR 3363, January 16,
2013), and if the flexshaft reliability difference between GE CF6-80C2
and CF6-80E1 engines is due to the systematic introduction of the
double P-Seal on translating cowls on GE CF6-80E1 engines.
We agree to clarify why the NPRM (78 FR 3363, January 16, 2013) did
not address the GE CF6-80E1 thrust reversers. This final rule was
prompted by reports of failure of the electro-mechanical brake
flexshaft (short flexshaft) of the TRAS on Model 747 and Model 767
airplanes powered by GE CF6-80C2 engines. Therefore, we did not conduct
a safety assessment on airplanes powered by GE CF6-80E1 engines. We
have not determined that the double P-Seal was a contributing factor to
the failure of the flexshaft on GE CF6-80C2 engines. We are aware that
this defective flexshaft could be installed on other engines. We have
contacted the appropriate office to address the safety concerns
regarding this defective flexshaft on other airplane models, and might
consider additional rulemaking if an unsafe condition is identified on
other engines. We have not changed this final rule in this regard.
Request To Include Additional Service Information
UPS requested that we allow the use of Middle River Aircraft
Systems (MRAS) CF6-80C2B Service Bulletin 78-1168, Revision 1, dated
August 26, 2010, to comply with the flexshaft replacement proposed by
paragraph (g) of the NPRM (78 FR 3363, January 16, 2013). UPS stated
that it has fully complied with the flexshaft replacement requirement
using this service information.
We agree with the commenter's request. Since we issued the NPRM (78
FR 3363, January 16, 2013), we have determined that flexshaft
replacements done in accordance with Middle River Aircraft Systems CF6-
80C2B Service Bulletin 78-1168, Revision 1, dated August 26, 2010; and
Revision 2, dated April 19, 2011; meet the intent of this final rule.
We have changed paragraph (g) of this final rule to include Middle
River Aircraft Systems CF6-80C2B Service Bulletin 78-1168, Revision 2,
dated April 19, 2011, as an appropriate source of service information;
and we have also added new paragraph (m) to this final rule to provide
credit for actions done prior to the effective date of this final rule
using Middle River Aircraft Systems CF6-80C2B Service Bulletin 78-1168,
Revision 1, dated August 26, 2010. We have redesignated subsequent
paragraphs accordingly.
Request To Update Parts Cost
MRAS provided current cost data and requested that we update the
estimated parts costs accordingly.
We agree to update the estimated parts costs. We have changed the
estimated parts cost to $4,031 for each flexshaft, which changes the
estimated parts cost to $32,248 for a Model 747 airplane, and to
$16,124 for a Model 767 airplane.
Request To Change Parts Installation Prohibition Paragraph
Boeing and MRAS requested that we change paragraph (k) of the NPRM
(78 FR 3363, January 16, 2013), which would prohibit installation of
part number (P/N) 3278500-( ), on any airplane, to specify that this
prohibition applies only to Boeing airplanes. MRAS stated that P/N
3278500-( ) is still certified on Airbus Model A330 airplanes.
We partially agree with the commenters' request. This final rule
applies only to the airplanes identified in paragraph (c) of this final
rule. Paragraph (k) of this final rule specifies ``any airplane,''
which refers to the airplanes identified in paragraph (c) of this final
rule. However, to add clarity to this final rule, we have revised
paragraph (k) of this final rule to specify that the parts prohibition
applies only to the airplanes identified in paragraph (c) of this final
rule.
Request To Clarify CDU Cone Brake Replacement Action
Boeing and MRAS requested that we change the fifth paragraph of the
Relevant Service Information section of the NPRM (78 FR 3363, January
16, 2013), which specified that the corrective action for a CDU cone
brake test failure is replacement of the CDU cone brake with a new CDU
cone brake. The commenters stated that the cone brake is not a line-
replaceable unit (LRU), and that if a CDU cone brake fails, the entire
CDU must be replaced with a serviceable CDU. MRAS stated that the cone
brake within the CDU can be replaced only in a component maintenance
shop.
We agree that the cone brake is not an LRU, and that the corrective
action for a CDU cone brake test failure is replacement of the CDU with
a new or serviceable CDU. Paragraph (i) of this final rule requires
doing the corrective action for a failed cone brake functional test in
accordance with certain applicable service information, which does
specify replacing the CDU--not just the cone brake--after a failed
test. The Relevant Service Information
[[Page 15662]]
paragraph of the NPRM (78 FR 3363, January 16, 2013) is not repeated in
this final rule; therefore, we have not changed this final rule in this
regard.
Request To Extend the Repetitive Inspection Interval
Air New Zealand (ANZ) requested that we extend the repetitive
inspection interval specified in paragraph (h) of the NPRM (78 FR 3363,
January 16, 2013) to 3,000 flight hours or greater. ANZ cited several
previous alternative methods of compliance (AMOC) approvals for issued
ADs to extend the inspection intervals on the thrust reverser CDU cone
brake and the electro-mechanical brakes.
We do not agree to extend the repetitive inspection interval
proposed in the NPRM (78 FR 3363, January 16, 2013) to 3,000 flight
hours or greater. The AMOC extension to inspection intervals to 3,000
flight hours or greater was granted based on a fault tree analysis that
assumed the engine cowl anti-ice system was causing the short flexshaft
to fail. We now have enough data to invalidate that assumption. As part
of the certification process of the new flexshaft, the system safety
analyses on all Model 747 and Model 767 airplanes with GE CF6-80C2
engines were refined, and the predicted failure rate from the
comparative testing was used. We have determined that we could meet
average and specific risk requirements with an inspection interval of
2,000 flight hours for both the CDU cone brake and TRAS lock flexshaft.
Therefore, we have determined that a repetitive inspection interval of
2,000 flight hours is necessary to address the unsafe condition. We
have not changed this final rule in this regard.
Request To Combine Multiple ADs Into One AD
ANZ requested that we combine the following ADs into one new AD to
reduce the complexity of multiple regulatory requirements.
AD 2003-16-16, Amendment 39-13269 (68 FR 51439, August 27,
2003).
AD 2000-15-04, Amendment 39-11833 (65 FR 47252, August 2,
2000).
AD 2000-09-04, Amendment 39-11712 (65 FR 25833, May 4,
2000).
We partially agree with the commenter's request. We agree with the
commenter about the complexity of complying with multiple regulatory
requirements. We disagree with the request to combine the requirements
of these ADs into one new AD, because this final rule is not the proper
venue for addressing this issue. We are issuing this final rule to
require replacement of the short flexshaft with a better and more
reliable part. We have considered the previous rulemaking by allowing
this new part replacement and repetitive inspections to be a
terminating action for the repetitive inspections set by previous ADs,
as specified in paragraph (j) of this final rule. We have not changed
this final rule in this regard.
Request To Add Airplanes to the Applicability
Boeing requested that we include Model 767 airplanes powered by GE
CF6-80C2 engines in the applicability of the NPRM (78 FR 3363, January
16, 2013); and require all production airplanes to do the requirements
of paragraph (h) of the NPRM. Boeing stated that AD 2000-09-04,
Amendment 39-11712 (65 FR 25833, May 5, 2000), which is applicable to
Model 767 airplanes powered by GE CF6-80C2 engines, mandates the
inspection of the TRAS lock flexshaft and CDU cone brake at 1,000
hours, and that these airplanes should be able to use the extended
2,000-hour TRAS lock flexshaft and CDU tests granted in the NPRM.
We disagree with the commenter's request. Adding airplanes to the
applicability would necessitate (under the provisions of the
Administrative Procedure Act) reissuing the notice, reopening the
comment period, considering additional comments subsequently received,
and eventually issuing a final rule. In consideration of the amount of
time that has already elapsed since issuance of the original notice (78
FR 3363, January 16, 2013), we have determined that further delay of
this final rule is not appropriate. However, we might consider further
rulemaking on this issue. We have not changed this final rule in this
regard.
Request To Allow Dispatch of an Airplane With a Failed CDU Cone Brake
Check
Boeing requested that we allow a master minimum equipment list
(MMEL) dispatch of an airplane when a CDU cone brake check fails.
Boeing stated that a certain FAA AMOC approval letter already allows
for an MMEL dispatch of an airplane when only the CDU cone brake check
fails.
We agree with the commenter's request. The electro-mechanical brake
provides an additional level of protection against the inadvertent in-
flight deployment of the thrust reverser. We have added new paragraph
(l) to this final rule, which specifies that in the event of a CDU cone
brake failure, an airplane may be operated as specified in the
operator's FAA-approved minimum equipment list, provided that certain
conditions are met. We have redesignated subsequent paragraphs
accordingly.
Requests for Terminating Action
Boeing requested we specify that the functional tests in paragraph
(h) of the NPRM (78 FR 3363, January 16, 2013) terminate the functional
test requirements of paragraph (e), as well as paragraph (f), of AD
2000-09-04, Amendment 39-11712 (65 FR 25833, May 4, 2000).
Delta Airlines requested we specify that the functional tests in
paragraph (h) of the NPRM (78 FR 3363, January 16, 2013) terminate the
requirements of paragraph (a), as well as paragraph (e), of AD 2003-16-
16, Amendment 39-13269 (68 FR 51439, August 27, 2003).
We agree with the commenters' requests. The functional tests
required by paragraph (h) of this final rule address the tests required
by the AD requirements cited by the commenters. We have changed
paragraphs (j)(1) and (j)(3) of this final rule, as specified by the
commenter.
Request for Credit for Previous Actions
Atlas Air requested that we give credit for the actions required by
paragraph (h) of the NPRM (78 FR 3363, January 16, 2013), if those
actions were done before the effective date of this AD using the
service information specified in paragraph (h) of the NPRM.
Specifying credit for the actions done before the effective date of
this final rule using the same service information specified in
paragraph (h) of this final rule is unnecessary. Paragraph (f) of this
final rule specifies to comply with the AD within the compliance times
specified, unless already done. We have not changed this final rule in
this regard.
Requests for Clarification of Installation Instructions
American Airlines (AAL) requested that we revise paragraph (g) of
the NPRM (78 FR 3363, January 16, 2013) to clarify that the
installation instructions for the new short flexshaft contain a lower
torque value than the torque value specified in AD 2000-09-04,
Amendment 39-11712 (65 FR 25833, May 4, 2000), and the service
information referenced in AD 2000-09-04.
We agree to clarify the installation instructions. The torque value
for the new short flexshaft installation in paragraph (g) is lower than
the torque value described for the part specified in AD 2000-09-04,
Amendment 39-11712 (65 FR 25833, May 4, 2000). We have
[[Page 15663]]
added Note 1 to paragraph (g) of this final rule to clarify this issue.
Request for Clarification of Compliance Time
AAL requested we clarify that the compliance time of paragraph (h)
of the NPRM (78 FR 3363, January 16, 2013) supersedes the compliance
times specified in AD 2000-09-04, Amendment 39-11712 (65 FR 25833, May
4, 2000); Boeing Service Bulletin 767-78A0081, Revision 2, dated April
19, 2001; and FAA AMOC 140S-03-313, dated December 19, 2003.
We agree to clarify the compliance time. This final rule does not
supersede AD 2000-09-04, Amendment 39-11712 (65 FR 25833, May 4, 2000).
FAA AMOC 140S-03-313, dated December 19, 2003, applies to AD 2000-09-
04, and not to this final rule. We have determined that the functional
test compliance times specified in paragraph (h) of this final rule are
necessary to ensure the continued airworthiness of the airplane. Under
the provisions of paragraph (n) of this final rule, however, we may
consider requests for adjustments to the compliance time if data are
submitted to substantiate that such an adjustment would provide an
acceptable level of safety. We have not changed this final rule in this
regard.
Request for Certain Hardware Approvals
AAL requested that we approve FAA AMOC 140S-12-42, dated March 14,
2012, as an AMOC to the NPRM (78 FR 3363, January 16, 2013), or
specifically list the hardware approvals and actions in AMOC 140S-12-42
dated March 14, 2012, in the NPRM.
We disagree with the commenter's requests. The commenter did not
provide data to substantiate that the hardware actions specified in FAA
AMOC 140S-12-42, dated March 14, 2012, are applicable to the new short
flexshaft installation required by this final rule. Under the
provisions of paragraph (n) of this final rule, however, we will
consider requests for approval of an AMOC if sufficient data are
submitted to substantiate that alternative hardware requirements would
provide an acceptable level of safety. We have not changed this final
rule in this regard.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (78 FR 3363, January 16, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 3363, January 16, 2013).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Costs of Compliance
We estimate that this AD affects 298 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Replacement Model 747 airplanes.... 8 work-hours x $85 per hour $32,248 $32,928 $2,370,816
(72 airplanes)..................... = $680.
Replacement Model 767 airplanes.... 4 work-hours x $85 per hour 16,124 16,464 3,720,864
(226 airplanes).................... = $340.
Functional test.................... 12 work-hours x $85 per 0 1,020 73,440
Model 747 airplanes................ hour = $1,020.
(72 airplanes).....................
Functional test.................... 12 work-hours x $85 per 0 1,020 230,520
Model 767 airplanes................ hour = $1,020.
(226 airplanes)....................
----------------------------------------------------------------------------------------------------------------
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.
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:
[[Page 15664]]
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2014-05-16 The Boeing Company: Amendment 39-17789; Docket No. FAA-
2012-1318; Directorate Identifier 2012-NM-104-AD.
(a) Effective Date
This AD is effective April 25, 2014.
(b) Affected ADs
This AD affects AD 2003-16-16, Amendment 39-13269 (68 FR 51439,
August 27, 2003); AD 2000-15-04, Amendment 39-11833 (65 FR 47252,
August 2, 2000); and AD 2000-09-04, Amendment 39-11712 (65 FR 25833,
May 4, 2000).
(c) Applicability
This AD applies to The Boeing Company airplanes, certificated in
any category, powered by General Electric (GE) CF6-80C2 engines, as
identified in paragraphs (c)(1) and (c)(2) of this AD.
(1) Model 747-200B, 747-300, 747-400, 747-400D, and 747-400F
series airplanes, as identified in Boeing Alert Service Bulletin
747-78A2185, dated October 26, 2010.
(2) Model 767-200, -300, -300F, and -400ER series airplanes, as
identified in Boeing Alert Service Bulletin 767-78A0100, dated
October 26, 2010.
(d) Subject
Joint Aircraft System Component (JASC) Code 7830, Thrust
reverser.
(e) Unsafe Condition
This AD was prompted by reports of failure of the electro-
mechanical brake flexshaft (short flexshaft) of the thrust reverser
actuation system (TRAS). We are issuing this AD to prevent an
uncommanded in-flight thrust reverser deployment and consequent loss
of control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Flexible Drive Shaft Replacement
Within 60 months after the effective date of this AD, replace
the short flexshaft on each thrust reverser half of each engine with
a new short flexshaft, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 747-78A2185, dated
October 26, 2010; or Boeing Alert Service Bulletin 767-78A0100,
dated October 26, 2010; as applicable; or Middle River Aircraft
Systems CF6-80C2B Service Bulletin 78-1168, Revision 2, dated April
19, 2011.
Note 1 to paragraph (g) of this AD: The torque value for the
short flexshaft installation specified in paragraph (g) of this AD
is lower than the torque value described for the part specified in
AD 2000-09-04, Amendment 39-11712 (65 FR 25833, May 4, 2000).
(h) Functional Test
Within 2,000 flight hours after accomplishment of the short
flexshaft replacements required by paragraph (g) of this AD: Do a
functional test on the electro-mechanical brakes and the cone brake
of the center drive unit (CDU) to verify the holding torque, on all
thrust reversers and on all engines, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 747-78A2166,
Revision 3, dated July 29, 2004 (for Model 747 airplanes); Boeing
Alert Service Bulletin 767-78A0081, Revision 2, dated April 19, 2001
(for Model 767-200, -300, and -300F airplanes); or Boeing Alert
Service Bulletin 767-78A0088, dated April 19, 2001 (for Model 767-
400ER airplanes). Repeat the functional test thereafter at intervals
not to exceed 2,000 flight hours.
(i) Corrective Action
If any functional test required by paragraph (h) of this AD
fails: Before further flight, do related investigative and
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-78A2166, Revision 3,
dated July 29, 2004 (for Model 747 airplanes); Boeing Alert Service
Bulletin 767-78A0081, Revision 2, dated April 19, 2001 (for Model
767-200, -300, and -300F airplanes); or Boeing Alert Service
Bulletin 767-78A0088, dated April 19, 2001 (for Model 767-400ER
airplanes); and repeat the applicable test or check until
successfully accomplished.
(j) Terminating Actions
(1) Accomplishment of the initial test specified in paragraph
(h) of this AD terminates the requirements of paragraphs (a) and (e)
of AD 2003-16-16, Amendment 39-13269 (68 FR 51439, August 27, 2003),
for Model 747-400 series airplanes powered by GE Model CF6-80C2
series engines.
(2) Accomplishment of the initial test specified in paragraph
(h) of this AD terminates the requirements of paragraph (g) of AD
2000-15-04, Amendment 39-11833 (65 FR 47252, August 2, 2000), for
Model 747-200 and -300 series airplanes powered by General Electric
Model CF6-80C2 series engines.
(3) Accomplishment of the initial test specified in paragraph
(h) of this AD terminates the requirements of paragraphs (e) and (f)
of AD 2000-09-04, Amendment 39-11712 (65 FR 25833, May 4, 2000), for
Model 767 series airplanes powered by General Electric Model CF6-
80C2 series engines.
(k) Parts Installation Prohibition
As of the effective date of this AD, no person may install a
flexshaft having part number 3278500-( ) on any airplane identified
in paragraph (c) of this AD.
(l) Operation With a CDU Cone Brake Failure
In the event of a CDU cone brake failure, an airplane may be
operated as specified in the operator's FAA-approved minimum
equipment list, provided that the conditions specified in paragraphs
(l)(1) through (l)(3) of this AD, as applicable, are met.
(1) Only one CDU cone brake check on any engine thrust reverser
on the Model 767 airplane has failed.
(2) The electro-mechanical brake (TRAS lock) on the inoperative
thrust reverser must be locked in the forward thrust position.
(3) Since the most recent flight, and before further flight, on
the affected engine, the electro-mechanical brake (TRAS lock)
holding torque is determined to be acceptable in accordance with the
function test specified in paragraph (h) of this AD.
(m) Credit for Previous Actions
This paragraph provides credit for actions required by paragraph
(g) of this AD, if those actions were performed before the effective
date of this AD using Middle River Aircraft Systems CF6-80C2B
Service Bulletin 78-1168, Revision 1, dated August 26, 2010, which
is not incorporated by reference in this AD.
(n) 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 (o)(1) 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, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO, to make
those findings. For a repair method to be approved, the repair must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.
(o) Related Information
(1) For more information about this AD, contact Tung Tran,
Aerospace Engineer, Propulsion Branch, ANM-140S, Seattle Aircraft
Certification Office (ACO), FAA, 1601 Lind Avenue SW., Renton, WA
98057-3356; phone: 425-917-6505; fax: 425-917-6590; email:
Tung.Tran@faa.gov.
(2) Service information identified in this AD that is not
incorporated by reference may be obtained at the addresses specified
in paragraphs (p)(4) and (p)(5) of this AD.
(p) 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.
[[Page 15665]]
(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 747-78A2185, dated October 26,
2010.
(ii) Boeing Alert Service Bulletin 767-78A0081, Revision 2,
dated April 19, 2001.
(iii) Boeing Alert Service Bulletin 767-78A0088, dated April 19,
2001.
(iv) Boeing Alert Service Bulletin 767-78A0100, dated October
26, 2010.
(v) Boeing Service Bulletin 747-78A2166, Revision 3, dated July
29, 2004.
(vi) Middle River Aircraft Systems CF6-80C2B Service Bulletin
78-1168, Revision 2, dated April 19, 2011.
(3) For Boeing service information identified in this AD,
contact Boeing Commercial Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207;
telephone 206-544-5000, extension 1; fax 206-766-5680; Internet
https://www.myboeingfleet.com.
(4) For Middle River Aircraft Systems service information
identified in this AD, contact Middle River Aircraft Systems, ATTN:
Commercial Spares Support, Mail Point 46, 103 Chesapeake Park Plaza,
Baltimore, MD 21220; fax: 410-682-0090; email: usa.com">spares_support@mras-usa.com.
(5) 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.
(6) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.*COM019*
Issued in Renton, Washington, on February 18, 2014.
Ross Landes,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-04852 Filed 3-20-14; 8:45 am]
BILLING CODE 4910-13-P
