Airworthiness Directives; The Boeing Company Airplanes, 72121-72123 [2014-28132]

Download as PDF Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations through authorized activities. See 12 U.S.C. 4513. These Orders are being issued under 12 U.S.C. 4514(a), which authorizes the Director of FHFA to require by Order that the regulated entities submit regular or special reports to FHFA and establishes remedies and procedures for failing to make reports required by Order. The Orders are accompanied by Summary Instructions and Guidance to which is appended reporting templates and scenarios for stress testing. II. Orders For the convenience of the affected parties, the text of the Orders, without the accompanying Summary Instructions and Guidance and appendices, follows below in its entirety. You may access these Orders with all of the accompanying material from FHFA’s Web site at: http:// www.fhfa.gov/Media/PublicAffairs/ Pages/FHFA-Issues-Scenarios-andGuidance-to-FannieMae,-Freddie-Macand-the-Federal-Home-Loan-BanksRegarding-Annual-Dodd-Frank-St.aspx. The Orders and Summary Instructions and Guidance will be available for public inspection and copying at the Federal Housing Finance Agency, Eighth Floor, 400 Seventh St. SW., Washington, DC 20024. To make an appointment, call (202) 649–3804. The text of the Orders is as follows: Federal Housing Finance Agency Order Nos. 2014–OR–B–3, 2014–OR– FNMA–2, and 2014–OR–FHLMC–2 wreier-aviles on DSK5TPTVN1PROD with RULES ORDER ON REPORTING BY REGULATED ENTITIES OF STRESS TESTING RESULTS AS OF SEPTEMBER 30, 2014 Whereas, section 165(i)(2) of the Dodd-Frank Wall Street Reform and Consumer Protection Act (‘‘Dodd-Frank Act’’) requires certain financial companies with total consolidated assets of more than $10 billion, and which are regulated by a primary Federal financial regulatory agency, to conduct annual stress tests to determine whether the companies have the capital necessary to absorb losses as a result of adverse economic conditions; Whereas, FHFA’s rule implementing section 165(i)(2) of the Dodd-Frank Act is codified as 12 CFR part 1238 and requires that ‘‘[e]ach regulated entity must file a report in the manner and form established by FHFA.’’ 12 CFR 1238.5(b); WHEREAS, 12 CFR 1238.3(b) requires that FHFA issue to each regulated entity scenarios to be used in conducting annual stress testing; VerDate Sep<11>2014 15:04 Dec 04, 2014 Jkt 235001 Whereas, the Director of FHFA considers it appropriate to Order each regulated entity to report to FHFA results of stress testing under 12 CFR part 1238 using scenarios supplied by FHFA; Whereas, FHFA issued to each regulated entity the required scenarios and reporting templates on November 14, 2014, fifteen calendar days following the Federal Reserve Board’s release of global shock scenario elements for use in its Dodd-Frank stress testing exercises; and Whereas, section 1314 of the Safety and Soundness Act, 12 U.S.C. 4514(a) authorizes the Director of FHFA to require regulated entities, by general or specific order, to submit such reports on their management, activities, and operations as the Director considers appropriate. Now therefore, it is hereby Ordered as follows: Each regulated entity shall conduct annual stress testing and report to FHFA and to the Board of Governors of the Federal Reserve System the results of such stress testing as required by 12 CFR part 1238, in the form and with the content described therein and in the Summary Instructions and Guidance accompanying this Order, using the scenarios and assumptions issued on November 14, 2014, and provided in Appendices 4 through 11 to the Summary Instructions and Guidance that accompanies this Order. It is so ordered, this 1st day of December 2014. This Order is effective immediately. Signed at Washington, DC, this 1st day of December, 2014. Melvin L. Watt, Director, Federal Housing Finance Agency. Dated: December 1, 2014. Melvin L. Watt, Director, Federal Housing Finance Agency. [FR Doc. 2014–28593 Filed 12–4–14; 8:45 am] DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2014–0168; Directorate Identifier 2013–NM–208–AD; Amendment 39–18039; AD 2014–24–06] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. AGENCY: PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 ACTION: 72121 Final rule. We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787–8 airplanes. This AD was prompted by failure during testing of the anchor attachment on the occupant restraint system on the standard attendant seat due to an understrength attachment fitting. This AD requires replacing the existing restraint attachment fitting on the standard attendant seat with a new, improved attachment fitting. We are issuing this AD to prevent failure of the restraint attachment fitting of the attendant seat during an emergency landing, which could cause injury to the cabin crew and passengers and could impede a rapid evacuation. DATES: This AD is effective January 9, 2015. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of January 9, 2015. ADDRESSES: For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206–544–5000, extension 1; fax 206–766–5680; Internet https:// www.myboeingfleet.com. 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: Examining the AD Docket You may examine the AD docket on the Internet at http:// www.regulations.gov by searching for and locating Docket No. FAA–2014– 0168; 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: Eric M. Brown, Aerospace Engineer, Cabin Safety and Environmental Systems Branch, ANM–150S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6746; fax: 425–917– 6590; email: eric.m.brown@faa.gov. E:\FR\FM\05DER1.SGM 05DER1 72122 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain The Boeing Company Model 787–8 airplanes. The NPRM published in the Federal Register on March 28, 2014 (79 FR 17455). The NPRM was prompted by failure during testing of the anchor attachment on the occupant restraint system on the standard attendant seat due to an understrength attachment fitting. The NPRM proposed to require replacing the existing restraint attachment fitting on the standard attendant seat with a new, improved attachment fitting. We are issuing this AD to prevent failure of the restraint attachment fitting of the attendant seat during an emergency landing, which could cause injury to the cabin crew and passengers and could impede a rapid evacuation. Comments We gave the public the opportunity to participate in developing this AD. The following presents the comments received on the NPRM (79 FR 17455, March 28, 2014) and the FAA’s response to each comment. Request To Change the Reason for the Unsafe Condition Boeing asked that we change the reason for the unsafe condition in the SUMMARY and Discussion sections of the NPRM (79 FR 17455, March 28, 2014). The reason specifies that the AD was prompted by failure of the anchor attachment on the occupant restraint system on the standard attendant seat due to an undersized attachment fitting. Boeing stated that the reason stated in the NPRM is ambiguous and may give an incorrect impression of the nature of the failure. Boeing asked that the reason be changed to specify that the triggering failure occurred during testing, and not in service. We agree with the commenter that the failure of the anchor attachment occurred during testing. We have changed this final rule accordingly. Requests for Changes to the Unsafe Condition Boeing asked that we clarify the unsafe condition specified in the SUMMARY and Discussion sections of the NPRM (79 FR 17455, March 28, 2014). The unsafe condition in the NPRM specified that the AD is being issued to ‘‘prevent failure’’ of the restraint attachment fitting and consequent ‘‘detachment of the attendant seat. . . .’’ Boeing stated that the language should be clarified to specify that only the restraint system, not the attendant seat, will detach. Boeing added that the undersized fitting is not the correct reason for the failure because the geometry of the existing fitting increased the local internal loads beyond the attachment capability, and the new fitting is actually smaller than the existing fitting, yet reduces the internal loads that lead to failure. We agree with the commenter that only the restraint system, not the attendant seat, will detach. We have clarified this language in the SUMMARY and Discussion sections, as well as paragraph (e) of this final rule. We agree that the failure is due to the excessive internal loads generated by the attachment fitting geometry; however, we note that the term ‘‘undersized’’ refers to the loading capability of the attachment fitting, not the actual physical size. We have clarified the SUMMARY and Discussion sections, as well as paragraph (e) of this final rule, by changing the term ‘‘undersized’’ to ‘‘understrength.’’ Boeing also asked that the end level effect, which specifies in part, ‘‘. . . could cause injury to passengers and crew . . .’’ be changed to ‘‘. . . could cause injury to cabin crew and passengers. . .’’ Boeing stated that the language in the NPRM (79 FR 17455, March 28, 2014) could suggest that the equivalent or primary threat is to passengers because they are identified first; however, the primary threat would be to the cabin crew. Boeing noted that unrestrained cabin crew may be injured by impact to the aircraft interior or other cabin crew or passengers. We agree with the commenter that the primary threat would be to the cabin crew. Our evaluation shows that an injury to a flight attendant would increase the risk of injury to a passenger during an emergency evacuation. We have clarified the SUMMARY and Discussion sections, as well as paragraph (e) of this final rule, to include the phrase ‘‘injury to the cabin crew and passengers.’’ Request To Clarify the Applicability Section Boeing asked that we clarify the scope of the affected airplanes specified in the SUMMARY section of the NPRM (79 FR 17455, March 28, 2014), by referring to the service information as follows: ‘‘. . . certain The Boeing Company Model 787–8 airplanes, certificated in any category, as identified in Boeing Service Bulletin B787–81205–SB250027–00, Issue 001, dated January 14, 2014.’’ Boeing stated that the current language identifies the target airplanes only as ‘‘certain The Boeing Company 787–8 airplanes,’’ which is not specific. We disagree with the request to add details for the affected airplanes specified in the SUMMARY section. The SUMMARY section of this final rule provides an overview and does not include detailed information. Paragraph (c) of this AD lists the full details for the airplanes affected by this final rule. We have, however, changed the applicability section specified in paragraph (c) of this AD to also refer to the effectivity of Boeing Service Bulletin B787–81205–SB250027–00, Issue 001, dated January 14, 2014. 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. 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 1 airplane of U.S. registry. We estimate the following costs to comply with this AD: wreier-aviles on DSK5TPTVN1PROD with RULES ESTIMATED COSTS Action Labor cost Parts cost Cost per product Cost on U.S. operators Replacement ........................... 1 work-hour × $85 per hour = $85 ......................................... $0 $85 $85 VerDate Sep<11>2014 15:04 Dec 04, 2014 Jkt 235001 PO 00000 Frm 00016 Fmt 4700 Sfmt 4700 E:\FR\FM\05DER1.SGM 05DER1 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations Authority for This Rulemaking § 39.13 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. wreier-aviles on DSK5TPTVN1PROD with RULES 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. VerDate Sep<11>2014 15:04 Dec 04, 2014 Jkt 235001 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): 2014–24–06 The Boeing Company: Amendment 39–18039; Docket No. FAA–2014–0168; Directorate Identifier 2013–NM–208–AD. (a) Effective Date This AD is effective January 9, 2015. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 787–8 airplanes, certificated in any category, with Goodrich Model 2787 seat assemblies installed; as identified in Boeing Service Bulletin B787–81205–SB250027–00, Issue 001, dated January 14, 2014. (d) Subject Air Transport Association (ATA) of America Code 25, Equipment/furnishings. (e) Unsafe Condition This AD was prompted by failure during testing of the anchor attachment on the occupant restraint system on the standard attendant seat due to an understrength attachment fitting. We are issuing this AD to prevent failure of the restraint attachment fitting of the attendant seat during an emergency landing, which could cause injury to the cabin crew and passengers and could impede a rapid evacuation. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Replacement Within 24 months after the effective date of this AD: Replace the existing restraint attachment fitting on the standard attendant seat with a new, improved attachment fitting, in accordance with the Accomplishment Instructions of Boeing Service Bulletin B787– 81205–SB250027–00, Issue 001, dated January 14, 2014; and UTC Aerospace Systems Service Bulletin 2787–25–006, Revision B, dated July 10, 2013. (h) 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 (i) 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. PO 00000 Frm 00017 Fmt 4700 Sfmt 9990 72123 (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. (i) Related Information For more information about this AD, contact Eric M. Brown, Aerospace Engineer, Cabin Safety and Environmental Systems Branch, ANM–150S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917– 6476; fax: 425–917–6590; email: eric.m.brown@faa.gov. (j) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) Boeing Service Bulletin B787–81205– SB250027–00, Issue 001, dated January 14, 2014. (ii) UTC Aerospace Systems Service Bulletin 2787–25–006, Revision B, dated July 10, 2013. (3) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206– 544–5000, extension 1; fax 206–766–5680; Internet https://www.myboeingfleet.com. (4) You may view this service information at FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: http:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued in Renton, Washington, on November 19, 2014. Suzanne Masterson, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2014–28132 Filed 12–4–14; 8:45 am] BILLING CODE 4910–13–P E:\FR\FM\05DER1.SGM 05DER1

Agencies

[Federal Register Volume 79, Number 234 (Friday, December 5, 2014)]
[Rules and Regulations]
[Pages 72121-72123]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-28132]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0168; Directorate Identifier 2013-NM-208-AD; 
Amendment 39-18039; AD 2014-24-06]
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 787-8 airplanes. This AD was prompted by 
failure during testing of the anchor attachment on the occupant 
restraint system on the standard attendant seat due to an understrength 
attachment fitting. This AD requires replacing the existing restraint 
attachment fitting on the standard attendant seat with a new, improved 
attachment fitting. We are issuing this AD to prevent failure of the 
restraint attachment fitting of the attendant seat during an emergency 
landing, which could cause injury to the cabin crew and passengers and 
could impede a rapid evacuation.

DATES: This AD is effective January 9, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of January 9, 
2015.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. 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.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0168; 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: Eric M. Brown, Aerospace Engineer, 
Cabin Safety and Environmental Systems Branch, ANM-150S, FAA, Seattle 
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6746; fax: 425-917-6590; email: 
eric.m.brown@faa.gov.

[[Page 72122]]


SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to certain The Boeing Company 
Model 787-8 airplanes. The NPRM published in the Federal Register on 
March 28, 2014 (79 FR 17455). The NPRM was prompted by failure during 
testing of the anchor attachment on the occupant restraint system on 
the standard attendant seat due to an understrength attachment fitting. 
The NPRM proposed to require replacing the existing restraint 
attachment fitting on the standard attendant seat with a new, improved 
attachment fitting. We are issuing this AD to prevent failure of the 
restraint attachment fitting of the attendant seat during an emergency 
landing, which could cause injury to the cabin crew and passengers and 
could impede a rapid evacuation.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 17455, March 28, 2014) and the FAA's response to each comment.

Request To Change the Reason for the Unsafe Condition

    Boeing asked that we change the reason for the unsafe condition in 
the SUMMARY and Discussion sections of the NPRM (79 FR 17455, March 28, 
2014). The reason specifies that the AD was prompted by failure of the 
anchor attachment on the occupant restraint system on the standard 
attendant seat due to an undersized attachment fitting. Boeing stated 
that the reason stated in the NPRM is ambiguous and may give an 
incorrect impression of the nature of the failure. Boeing asked that 
the reason be changed to specify that the triggering failure occurred 
during testing, and not in service.
    We agree with the commenter that the failure of the anchor 
attachment occurred during testing. We have changed this final rule 
accordingly.

Requests for Changes to the Unsafe Condition

    Boeing asked that we clarify the unsafe condition specified in the 
SUMMARY and Discussion sections of the NPRM (79 FR 17455, March 28, 
2014). The unsafe condition in the NPRM specified that the AD is being 
issued to ``prevent failure'' of the restraint attachment fitting and 
consequent ``detachment of the attendant seat. . . .'' Boeing stated 
that the language should be clarified to specify that only the 
restraint system, not the attendant seat, will detach. Boeing added 
that the undersized fitting is not the correct reason for the failure 
because the geometry of the existing fitting increased the local 
internal loads beyond the attachment capability, and the new fitting is 
actually smaller than the existing fitting, yet reduces the internal 
loads that lead to failure.
    We agree with the commenter that only the restraint system, not the 
attendant seat, will detach. We have clarified this language in the 
SUMMARY and Discussion sections, as well as paragraph (e) of this final 
rule.
    We agree that the failure is due to the excessive internal loads 
generated by the attachment fitting geometry; however, we note that the 
term ``undersized'' refers to the loading capability of the attachment 
fitting, not the actual physical size. We have clarified the SUMMARY 
and Discussion sections, as well as paragraph (e) of this final rule, 
by changing the term ``undersized'' to ``understrength.''
    Boeing also asked that the end level effect, which specifies in 
part, ``. . . could cause injury to passengers and crew . . .'' be 
changed to ``. . . could cause injury to cabin crew and passengers. . 
.'' Boeing stated that the language in the NPRM (79 FR 17455, March 28, 
2014) could suggest that the equivalent or primary threat is to 
passengers because they are identified first; however, the primary 
threat would be to the cabin crew. Boeing noted that unrestrained cabin 
crew may be injured by impact to the aircraft interior or other cabin 
crew or passengers.
    We agree with the commenter that the primary threat would be to the 
cabin crew. Our evaluation shows that an injury to a flight attendant 
would increase the risk of injury to a passenger during an emergency 
evacuation. We have clarified the SUMMARY and Discussion sections, as 
well as paragraph (e) of this final rule, to include the phrase 
``injury to the cabin crew and passengers.''

Request To Clarify the Applicability Section

    Boeing asked that we clarify the scope of the affected airplanes 
specified in the SUMMARY section of the NPRM (79 FR 17455, March 28, 
2014), by referring to the service information as follows: ``. . . 
certain The Boeing Company Model 787-8 airplanes, certificated in any 
category, as identified in Boeing Service Bulletin B787-81205-SB250027-
00, Issue 001, dated January 14, 2014.'' Boeing stated that the current 
language identifies the target airplanes only as ``certain The Boeing 
Company 787-8 airplanes,'' which is not specific.
    We disagree with the request to add details for the affected 
airplanes specified in the SUMMARY section. The SUMMARY section of this 
final rule provides an overview and does not include detailed 
information. Paragraph (c) of this AD lists the full details for the 
airplanes affected by this final rule. We have, however, changed the 
applicability section specified in paragraph (c) of this AD to also 
refer to the effectivity of Boeing Service Bulletin B787-81205-
SB250027-00, Issue 001, dated January 14, 2014.

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. 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 1 airplane 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.......................  1 work-hour x $85 per                  $0              $85              $85
                                     hour = $85.
----------------------------------------------------------------------------------------------------------------


[[Page 72123]]

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):

2014-24-06 The Boeing Company: Amendment 39-18039; Docket No. FAA-
2014-0168; Directorate Identifier 2013-NM-208-AD.

(a) Effective Date

    This AD is effective January 9, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 787-8 airplanes, 
certificated in any category, with Goodrich Model 2787 seat 
assemblies installed; as identified in Boeing Service Bulletin B787-
81205-SB250027-00, Issue 001, dated January 14, 2014.

(d) Subject

    Air Transport Association (ATA) of America Code 25, Equipment/
furnishings.

(e) Unsafe Condition

    This AD was prompted by failure during testing of the anchor 
attachment on the occupant restraint system on the standard 
attendant seat due to an understrength attachment fitting. We are 
issuing this AD to prevent failure of the restraint attachment 
fitting of the attendant seat during an emergency landing, which 
could cause injury to the cabin crew and passengers and could impede 
a rapid evacuation.

(f) Compliance

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

(g) Replacement

    Within 24 months after the effective date of this AD: Replace 
the existing restraint attachment fitting on the standard attendant 
seat with a new, improved attachment fitting, in accordance with the 
Accomplishment Instructions of Boeing Service Bulletin B787-81205-
SB250027-00, Issue 001, dated January 14, 2014; and UTC Aerospace 
Systems Service Bulletin 2787-25-006, Revision B, dated July 10, 
2013.

(h) 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 (i) 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.

(i) Related Information

    For more information about this AD, contact Eric M. Brown, 
Aerospace Engineer, Cabin Safety and Environmental Systems Branch, 
ANM-150S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue SW., Renton, WA 98057-3356; phone: 425-917-6476; fax: 425-
917-6590; email: eric.m.brown@faa.gov.

(j) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Service Bulletin B787-81205-SB250027-00, Issue 001, 
dated January 14, 2014.
    (ii) UTC Aerospace Systems Service Bulletin 2787-25-006, 
Revision B, dated July 10, 2013.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
    (4) You may view this service information at FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on November 19, 2014.
Suzanne Masterson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-28132 Filed 12-4-14; 8:45 am]
BILLING CODE 4910-13-P