Airworthiness Directives; The Boeing Company Airplanes, 18208-18219 [2018-08951]
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Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
this section within 20 working days of
the individual’s or Manager’s receipt of
the Administrative Judge’s decision;
(d) The copy of any request for further
review of the individual’s case by the
cognizant Under Secretary filed by the
Manager shall be provided to the
individual by the Manager.
(e) The party filing a request for
review of the individual’s case by the
cognizant Under Secretary shall include
with the request a statement identifying
the issues on which it wishes the
cognizant Under Secretary to focus.
(f) The Administrative Judge’s
decision shall be considered final if a
written request for review is not filed in
accordance with paragraph (c) of this
section.
§ 712.24 Final decision by DOE Under
Secretary.
(a) Within 10 calendar days of receipt
of the written request for review, the
Associate Under Secretary for
Environment, Health, Safety and
Security should forward to the
cognizant Under Secretary the written
request for review, the Administrative
Judge’s decision, and the administrative
record.
(b) Upon receipt of the written request
for review, the Administrative Judge’s
decision, and the administrative record,
the cognizant Under Secretary, in
consultation with the DOE General
Counsel, will issue a final written
decision. The cognizant Under Secretary
may delegate this authority. In issuing a
final decision, the cognizant Under
Secretary shall expressly state that he or
she is either revoking or restoring an
individual’s HRP certification. A copy
of this decision must be sent by certified
mail (return receipt requested) to the
Manager and to the individual.
(c) The cognizant Under Secretary
shall consider only that evidence and
information in the administrative record
at the time of the Administrative Judge’s
decision.
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§ 712.25
Cooperation by the individual.
(a) It is the responsibility of the HRP
candidate or HRP certified individual to
provide full, frank, and truthful answers
to relevant and material questions, and
when requested, furnish, or authorize
others to furnish, information that DOE
deems pertinent to reach a decision
regarding HRP certification or
recertification. This obligation to
cooperate applies at any stage, including
but not limited to initial certification,
recertification, temporary removal,
revocation, and/or hearing. The
individual or candidate may elect not to
cooperate; however, such refusal may
prevent DOE from reaching an
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affirmative finding required for granting
or continuing HRP certification. In this
event, any HRP certification then in
effect may be revoked, or, for HRP
candidates, may not be granted.
(b) An HRP certified individual who
receives notification of the Manager’s
decision to revoke his or her
certification due to failure to cooperate
may choose one of the following
options:
(1) Take no action; or
(2) Within 20 working days after the
individual received notice of the
Manager’s revocation decision, submit a
written request by certified mail to the
Manager for reconsideration. The
request must include the individual’s
response to the information that gave
rise to the revocation decision.
(c) Upon receipt of the request for
reconsideration, the Manager shall
notify the individual, in writing, within
20 calendar days of receipt of the
written appeal, as to whether the action
to revoke certification was appropriate.
If the Manager determines that the
action was inappropriate, he or she shall
reverse revocation.
§ 712.34
[Amended]
3. Section 712.34 is amended by
removing the language, ‘‘Director, Office
of Health and Safety’’ in paragraphs (a),
(b) introductory text, (c), and (d) and
adding in its place ‘‘Associate Under
Secretary for Environment, Health,
Safety and Security’’.
■
4. Section 712.35 is amended by
revising the section heading and in the
introductory text by removing the
language, ‘‘Director, Office of Health
and Safety’’ and adding in its place
‘‘Associate Under Secretary for
Environment, Health, Safety and
Security’’.
The revision reads as follows:
■
§ 712.35 Associate Under Secretary for
Environment, Health, Safety and Security.
*
*
§ 712.36
*
*
*
[Amended]
5. Section 712.36 is amended by:
a. Removing the language, ‘‘Director,
Office of Health and Safety’’ in
paragraphs (d)(1) and (d)(3) and adding
in its place ‘‘Associate Under Secretary
for Environment, Health, Safety and
Security’’.
■ b. Removing paragraph (i).
■
■
[FR Doc. 2018–08697 Filed 4–25–18; 8:45 am]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2018–0304; Product
Identifier 2018–NM–065–AD; Amendment
39–19261; AD 2018–09–05]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for The
Boeing Company Model 787–8 and 787–
9 airplanes powered by Rolls-Royce plc
(RR) Trent 1000–A2, Trent 1000–AE2,
Trent 1000–C2, Trent 1000–CE2, Trent
1000–D2, Trent 1000–E2, Trent 1000–
G2, Trent 1000–H2, Trent 1000–J2,
Trent 1000–K2, and Trent 1000–L2
turbofan engines. This AD requires
revising the airplane flight manual
(AFM) to limit extended operations
(ETOPS). This AD was prompted by a
report from the engine manufacturer
indicating that after an engine failure,
prolonged operation at high thrust
settings on the remaining engine during
an ETOPS diversion may result in
failure of the remaining engine before
the diversion can be safely completed.
We have determined that updated AFM
limitations are needed to minimize the
potential for intermediate pressure
compressor (IPC) blade failures under
certain conditions. We are issuing this
AD to address the unsafe condition on
these products.
DATES: This AD is effective April 26,
2018.
We must receive comments on this
AD by June 11, 2018.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
SUMMARY:
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Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
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–2018–
0304; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The street address for
Docket Operations (phone: 800–647–
5527) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Tak
Kobayashi, Aerospace Engineer,
Propulsion Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206–
231–3553; email: Takahisa.Kobayashi@
faa.gov.
SUPPLEMENTARY INFORMATION:
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Discussion
Over the past year, we have been
aware of several engine failures of Trent
1000 Package C engines due to failed
compressor and turbine blades and
seals. Package C engines are RR Trent
1000–A2, Trent 1000–AE2, Trent 1000–
C2, Trent 1000–CE2, Trent 1000–D2,
Trent 1000–E2, Trent 1000–G2, Trent
1000–H2, Trent 1000–J2, Trent 1000–
K2, and Trent 1000–L2 turbofan
engines. During that same period, under
the management programs for those
engine issues, we have been aware of
numerous reports of engine inspection
findings of cracked blades resulting in
unscheduled engine removals. Boeing
reported to the FAA that the engine
manufacturer recently determined that
IPC stage 2 blades have a resonant
frequency that is excited by the airflow
conditions existing in the engine during
operation at high thrust settings under
certain temperature and altitude
conditions. The resultant blade
vibration can result in cumulative
fatigue damage that can cause blade
failure and consequent engine in-flight
shutdown. In the event of a single
engine in-flight shutdown during the
cruise phase of flight, thrust on the
remaining engine is normally increased
to maximum continuous thrust (MCT).
During a diversion following a single
engine shutdown under an ETOPS
flight, the remaining engine may operate
at MCT for a prolonged period, during
which the IPC stage 2 blades would be
exposed to the resonant frequency
condition. Therefore, an ETOPS
diversion will put the remaining engine
at an operating condition that would
significantly increase the likelihood of
failure of the remaining engine. In
addition, if the remaining engine
already had cracked IPC stage 2 blades,
the likelihood of the remaining engine
failing before a diversion can be safely
completed will further increase.
Related Rulemaking
AD 2018–08–03, Amendment 39–
19256 (83 FR 16768, April 17, 2018)
(‘‘AD 2018–08–03’’), also requires
revising the AFM to limit ETOPS on
Boeing Model 787–8 and 787–9
airplanes powered by RR Trent 1000–
A2, Trent 1000–AE2, Trent 1000–C2,
Trent 1000–CE2, Trent 1000–D2, Trent
1000–E2, Trent 1000–G2, Trent 1000–
H2, Trent 1000–J2, Trent 1000–K2, and
Trent 1000–L2 turbofan engines.
Actions Since AD 2018–08–03 Was
Issued
Based on further review of the AFM
limitations, Boeing has updated the
information reflected within the figures
of AD 2018–08–03. The FAA has
determined it is necessary to update the
AFM limitations accordingly to
minimize the potential for IPC blade
failures under certain conditions.
The FAA has determined that
operation under AD 2018–08–03 is
acceptable for safe operation until the
new AD limitations are mandated.
FAA’s Determination
We are issuing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
AD Requirements
This AD requires revising the AFM to
limit ETOPS, using the updated
information referenced in figure 1 to
paragraph (g) of this AD and figure 2 to
paragraph (h) of this AD.
Accomplishment of the AFM revisions
required by this AD terminates all
requirements of AD 2018–08–03.
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Interim Action
This AD is interim action. The
manufacturer is currently developing a
modification that will address the
unsafe condition identified in this AD.
Once this modification is developed,
approved, and available, we might
consider additional rulemaking.
FAA’s Justification and Determination
of the Effective Date
An unsafe condition exists that
requires the immediate adoption of this
AD without providing an opportunity
for public comments prior to adoption.
The FAA has found that the risk to the
flying public justifies waiving notice
and comment prior to adoption of this
rule because unrecoverable thrust loss
on both engines could lead to a forced
landing. Therefore, we find good cause
that notice and opportunity for prior
public comment are impracticable. In
addition, for the reasons stated above,
we find that good cause exists for
making this amendment effective in less
than 30 days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety and
was not preceded by notice and an
opportunity for public comment.
However, we invite you to send any
written data, views, or arguments about
this final rule. Send your comments to
an address listed under the ADDRESSES
section. Include the docket number
FAA–2018–0304 and Product Identifier
2018–NM–065–AD at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this final rule. We will
consider all comments received by the
closing date and may amend this final
rule because of those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this final rule.
Costs of Compliance
We estimate that this AD affects 14
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS
Action
Labor cost
AFM revisions .........................
1 work-hour × $85 per hour = $85 .........................................
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Cost per
product
Parts cost
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$0
26APR1
$85
Cost on U.S.
registered
airplanes
$1,190
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Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701:
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
This AD is issued in accordance with
authority delegated by the Executive
Director, Aircraft Certification Service,
as authorized by FAA Order 8000.51C.
In accordance with that order, issuance
of ADs is normally a function of the
Compliance and Airworthiness
Division, but during this transition
period, the Executive Director has
delegated the authority to issue ADs
applicable to transport category
airplanes to the Director of the System
Oversight Division.
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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.
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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.
(c) Applicability
List of Subjects in 14 CFR Part 39
(e) Unsafe Condition
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
This AD was prompted by a report from
the engine manufacturer indicating that after
an engine failure, prolonged operation at
high thrust settings on the remaining engine
during an extended-operation (ETOPS)
diversion may result in failure of the
remaining engine before the diversion can be
safely completed. We are issuing this AD to
address unrecoverable thrust loss on both
engines, which could lead to a forced
landing.
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.
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
2018–09–05 The Boeing Company:
Amendment 39–19261; Docket No.
FAA–2018–0304; Product Identifier
2018–NM–065–AD.
(a) Effective Date
This AD is effective April 26, 2018.
(b) Affected ADs
This AD affects AD 2018–08–03,
Amendment 39–19256 (83 FR 16768, April
17, 2018) (‘‘AD 2018–08–03’’).
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Air Transport Association (ATA) of
America Code 71, Power plant.
Comply with this AD within the
compliance times specified, unless already
done.
(g) Revision of Limitations Chapter in
Airplane Flight Manual (AFM)
[Amended]
■
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(d) Subject
(f) Compliance
■
§ 39.13
This AD applies to The Boeing Company
Model 787–8 and 787–9 airplanes,
certificated in any category, powered by
Rolls-Royce plc (RR) Trent 1000–A2, Trent
1000–AE2, Trent 1000–C2, Trent 1000–CE2,
Trent 1000–D2, Trent 1000–E2, Trent 1000–
G2, Trent 1000–H2, Trent 1000–J2, Trent
1000–K2, and Trent 1000–L2 turbofan
engines.
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Within 4 days after the effective date of
this AD, revise the Certificate Limitations
chapter of the applicable Boeing AFM Engine
Appendix by incorporating the information
in figure 1 to paragraph (g) of this AD. This
may be accomplished by inserting a copy of
this AD into the AFM. When information
identical to that in figure 1 to paragraph (g)
of this AD has been included in the
Certificate Limitations chapter of the general
revisions of the AFM, the general revisions
may be inserted into the AFM, and the copy
of this AD may be removed from the AFM.
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Concurrently with accomplishment of the
requirements of paragraph (g) of this AD,
revise the Performance chapter of the
applicable Boeing AFM Engine Appendix by
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incorporating the information in figure 2 to
paragraph (h) of this AD. This may be
accomplished by inserting a copy of this AD
into the AFM. When information identical to
that in figure 2 to paragraph (h) of this AD
has been included in the Performance
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chapter of the general revisions of the AFM,
the general revisions may be inserted into the
AFM, and the copy of this AD may be
removed from the AFM. Guidance on flight
path planning can be found in figure 3 to
paragraph (h) of this AD.
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(h) Revision of Performance Chapter of AFM
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Figure 2 to paragraph (h) of this AD -AFM Performance
Engine Appendix - Performance
(Required by AD 2018-09-05)
ETOPS
ETOPS operation of a Model 787-8 or 787-9 airplane equipped with a RR Trent 1000 engine
using A2, C2, or E2 thrust rating is prohibited.
As outlined in the ETOPs Section of the Certificate Limitations chapter, the following table
must be utilized when planning ETOPS flights.
(D631Z003-9R64EF) 787-9 Trent 1000-AE2
Maximum En route Diversion Temperature*
ISA+O Degrees C and
Below
ISA+ 10 Degrees C
ISA+lSDegreesC
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,000
19,000
18,800
18,500
18,300
Prohibited
Without Forecast Icing
LB5
Maximum Planned Weight at
ETOP5 Entry Points and Equal
KGS
Time Points
499,000
497,400
477,500
453,000
422,000
226,360
225,650
216,620
205,480
191,410
With Forecast Icing Maximum LBS
Planned Weight at ETOPS
Entry Points and Equal Time
KGS
Points
425,900
417,000
396,300
367,300
338,200
Minimum Engine-Out Cruise
Altitude (ft)
Prohibited
Prohibited
193,210
189,170
179,800
166,610
153,420
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*Interpolation between temperature columns is allowed.
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18213
(D631Z003-9R7072F) and (D631Z003-9R7072E) 787-9 Trent 1000-D2
Maximum En route Diversion Temperature*
ISA+O Degrees C and
Below
ISA+ 10 Degrees C
ISA+lSDegreesC
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,100
19,100
18,900
18,700
18,500
Prohibited
Without Forecast Icing
LB5
Maximum Planned Weight at
ETOPS Entry Points and Equal
KGS
Time Points
510,300
508,400
488,200
465,800
441,800
231,500
230,640
221,480
211,310
200,390
With Forecast Icing Maximum LBS
438,300
429,300
408,400
383,800
359,300
198,830
194,760
185,240
174,110
162,970
Minimum Engine-Out Cruise
Altitude (ft)
Planned Weight at ETOPS
Entry Points and Equal Time
Points
Prohibited
Prohibited
KGS
*Interpolation between temperature columns is allowed.
(D631Z003-9R74F) and (D631Z003-9R74E) 787-9 Trent 1000-J2
Maximum En route Diversion Temperature*
ISA+O Degrees C and
Below
ISA+lO Degrees C
ISA+lS Degrees C
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,300
19,300
19,100
18,800
18,500
Prohibited
LBS
528,900
526,800
507,800
479,500
451,100
KGS
239,900
238,950
230,370
217,510
204,640
LBS
455,200
446,600
430,200
401,400
372,500
KGS
206,470
202,580
195,140
182,070
169,000
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
ETOPS Entry Points and Equal
Time Points
With Forecast Icing Maximum
Prohibited
Planned Weight at ETOPS
Entry Points and Equal Time
Points
Prohibited
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*Interpolation between temperature columns is allowed.
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(D631Z003-R7475F) and (D631Z003-R7475E) 787-9 Trent 1000-K2
Maximum En route Diversion Temperature*
ISA-10 Degrees C and
Below
ISA+lO Degrees C
ISA+lS Degrees C
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,300
19,300
19,100
18,800
18,500
Prohibited
LB5
528,900
526,800
507,800
479,500
451,100
KGS
239,900
238,950
230,370
217,510
204,640
With Forecast Icing Maximum LBS
455,200
446,600
430,200
401,400
372,500
206,470
202,580
195,140
182,070
169,000
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
KGS
Points
*Interpolation between temperature columns is allowed.
(D631Z003-R70EF) 787-8 Trent 1000-CE2
Maximum En route Diversion Temperature*
ISA-10 Degrees C and
Below
ISA+lO Degrees C
ISA+lS Degrees C
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,300
19,300
19,100
18,900
18,600
Prohibited
LBS
502,500
502,500
499,600
476,300
450,100
KGS
227,930
227,930
226,610
216,040
204,160
With Forecast Icing Maximum LBS
446,700
438,600
419,400
396,300
372,400
202,650
198,970
190,260
179,790
168,910
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
Points
KGS
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*Interpolation between temperature columns is allowed.
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(D631Z003-R7072F) and (D631Z003-R7072E) 787-8 Trent 1000-D2
Maximum En route Diversion Temperature*
I SA-tO Degrees C and
Below
ISA+lO Degrees c
ISA+lS Degrees c
ISA+20 Degrees c
ISA+25 Degrees c
Above ISA+25 Degrees C
19,300
19,300
19,100
18,900
18,600
Prohibited
LBS
502,500
502,500
499,600
476,300
450,100
KGS
227,930
227,930
226,610
216,040
204,160
With Forecast Icing Maximum LBS
446,700
438,600
419,400
396,300
372,400
202,650
198,970
190,260
179,790
168,910
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
KGS
Points
*Interpolation between temperature columns is allowed.
(D631Z003-R70LF) 787-8 Trent 1000-L2
Maximum En route Diversion Temperature*
ISA-10 Degrees C and
Below
ISA+lO Degrees C
ISA+lS Degrees C
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,300
19,300
19,100
18,900
18,600
Prohibited
LBS
502,500
502,500
499,600
476,300
450,100
KGS
227,930
227,930
226,610
216,040
204,160
With Forecast Icing Maximum LBS
446,700
438,600
419,400
396,300
372,400
202,650
198,970
190,260
179,790
168,910
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
Points
KGS
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*Interpolation between temperature columns is allowed.
18216
Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
(D631Z003-R67F) and (D631Z003-R67E) 787-8 Trent 1000-G2
Maximum En route Diversion Temperature*
I SA-tO Degrees C and
Below
ISA+lO Degrees c
ISA+lS Degrees c
ISA+20 Degrees c
ISA+25 Degrees c
Above ISA+25 Degrees C
19,200
19,200
19,000
18,700
18,400
Prohibited
LBS
502,500
502,500
488,900
461,500
430,400
KGS
227,930
227,930
221,780
209,340
195,220
With Forecast Icing Maximum LBS
436,300
426,700
405,700
383,400
355,300
197,910
193,550
184,020
173,910
161,160
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
KGS
Points
*Interpolation between temperature columns is allowed.
(D631Z003-R64EF) and (D631Z003-R64EE) 787-8 Trent 1000-AE2
Maximum En route Diversion Temperature*
ISA-10 Degrees C and
Below
ISA+lO Degrees C
ISA+lS Degrees C
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
19,200
19,200
19,000
18,700
18,400
Prohibited
LBS
502,500
502,500
488,900
461,500
430,400
KGS
227,930
227,930
221,780
209,340
195,220
With Forecast Icing Maximum LBS
436,300
426,700
405,700
383,400
355,300
197,910
193,550
184,020
173,910
161,160
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
Points
KGS
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*Interpolation between temperature columns is allowed.
Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
18217
(D631Z003-R58F) 787-8 Trent 1000-H2
Maximum En route Diversion Temperature*
ISA+O Degrees C and
Below
ISA+ 10 Degrees C
ISA+lSDegreesC
ISA+20 Degrees C
ISA+25 Degrees C
Above ISA+25 Degrees C
18,900
18,800
18,600
18,200
17,900
Prohibited
LBS
474,000
471,600
447,400
416,700
386,000
KGS
215,000
213,940
202,970
189,040
175,100
LBS
404,400
394,900
371,700
346,700
321,700
KGS
183,470
179,120
168,630
157,270
145,910
Minimum Engine-Out Cruise
Altitude (ft)
Without Forecast Icing
Maximum Planned Weight at
Prohibited
ETOPS Entry Points and Equal
Time Points
With Forecast Icing Maximum
Planned Weight at ETOPS
Prohibited
Entry Points and Equal Time
Points
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*Interpolation between temperature columns is allowed.
18218
Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
Figure 3 to paragraph (h) of this AD- Guidance on flight path planning
Guidance on flight path planning
1. Utilize the one-engine inoperative LRC speed for the ETOPS engine-out
planning speed and establish that the planned maximum diversion time is not greater
than 140 minutes. Critical fuel decompression scenarios should utilize the M0.55
speeds for both all engine and engine inoperative scenarios.
2. Determine if forecast icing is expected along the planned flight plan path and in
the planned diversionary track(s) between the ETOPS Entry Point(s) (EEP) and the
first ETOPS Equal-Time Point (ETPl). Accomplish the same determination for the
subsequent ETOPS segment (i.e., between ETPl and ETP2 or the (ETOPS Exit Point)
EXP).
3. Verify the planned maximum weight at the EEP is derived based upon the
maximum forecast temperature at FL200 between the EEP and ETP1 and the planned
weight at the EEP is no greater than the maximum planned weight corresponding to
either the without-forecast icing or with-forecast icing (if icing is probable between the
EEP and ETPl along the flight plan track or along the planned diversionary track at
FL200) table values at the appropriate maximum diversion temperature. If the EEP
gross weight is less than the table limits, continue with the flight planning. If the EEP
maximum planned weight is greater than the appropriate value provided in the table, a
takeoff weight reduction will be required to establish that the maximum planned
weight at the EEP is equal to or less than the table values.
4. Verify the planned maximum weight at ETP1 is derived based upon the
maximum forecast temperature at FL200 between the ETP 1 and ETP2 (or the EXP)
and the planned weight at the ETP 1 is no greater than the maximum planned weight
corresponding to either, the without-forecast icing or with-forecast icing (if icing is
probable between the ETPl and ETP2 along the flight plan track or along the planned
diversionary track at FL200) table values at the appropriate maximum diversion
temperature. If the ETP1 planned maximum weight is less than the table limits,
continue with the flight planning. If the ETP 1 maximum planned weight is greater than
the appropriate value provided in the table, a takeoff weight reduction will be required
to establish that the maximum planned weight at the ETPs is equal to or less than the
table values.
6. Upon verification of the planned maximum weight limits at the EEP and each of
the ETPs required to complete the mission, validate the engine inoperative maximum
diversion time is no greater than 140 minutes.
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5. Verify the planned maximum weights at each subsequent ETP are no greater than
the appropriate weight provided in the table accounting for the effects of forecast icing,
if probable, and the appropriate forecast temperature.
Federal Register / Vol. 83, No. 81 / Thursday, April 26, 2018 / Rules and Regulations
Accomplishment of the actions required by
paragraphs (g) and (h) of this AD terminates
all requirements of AD 2018–08–03.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle ACO Branch,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. In accordance with
14 CFR 39.19, send your request to your
principal inspector or local Flight Standards
District Office, as appropriate. If sending
information directly to the manager of the
certification office, send it to the attention of
the person identified in paragraph (k) of this
AD. Information may be emailed to: 9-ANMSeattle-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,
modification, or alteration required by this
AD if it is approved by the Boeing
Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
Branch, to make those findings. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(k) Related Information
For more information about this AD,
contact Tak Kobayashi, Aerospace Engineer,
Propulsion Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines,
Alberta E. Mills,
Secretary, Consumer Product Safety
Commission.
[FR Doc. 2018–08742 Filed 4–25–18; 8:45 am]
BILLING CODE 6355–01–P
WA 98198; phone and fax: 206–231–3553;
email: Takahisa.Kobayashi@faa.gov.
(l) Material Incorporated by Reference
None.
Issued in Des Moines, Washington, on
April 24, 2018.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft
Certification Service.
[FR Doc. 2018–08951 Filed 4–25–18; 8:45 am]
BILLING CODE 4910–13–C
CONSUMER PRODUCT SAFETY
COMMISSION
16 CFR Chapter II
[Docket No. CPSC–2016–2019]
Labeling of Certain Household
Products Containing Methylene
Chloride; Supplemental Guidance;
Correction
Consumer Product Safety
Commission.
ACTION: Guidance; correction.
AGENCY:
The Consumer Product Safety
Commission is correcting supplemental
guidance on the Labeling of Certain
Household Products Containing
Methylene Chloride, which appeared in
the Federal Register of March 21, 2018.
The document provides guidance
regarding labeling to warn of acute
hazards associated with paint strippers
containing methylene chloride. This
SUMMARY:
DEPARTMENT OF DEFENSE
Office of the Secretary
32 CFR Part 292
[Docket ID: DOD–2017–OS–0022]
RIN 0790–AJ63
Defense Intelligence Agency (DIA)
Freedom of Information Act
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AGENCY:
Defense Intelligence Agency,
DoD.
ACTION:
Final rule.
This final rule removes DoD’s
regulation concerning the Defense
Intelligence Agency (DIA) Freedom of
Information Act program. On February
6, 2018, the DoD published a revised
SUMMARY:
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correction provides the appropriate link
to the petition briefing package and the
format of a warning label.
DATES: This correction is effective April
26, 2018. As established in the
supplemental guidance, the guidance
document became applicable on the
date of its publication in the Federal
Register, March 21, 2018.
FOR FURTHER INFORMATION CONTACT:
Carol Afflerbach, Office of Compliance
and Field Operations, U.S. Consumer
Product Safety Commission, 4330 EastWest Highway, Bethesda, MD 20814;
email: cafflerbach@cpsc.gov; telephone:
(301) 504–7529.
SUPPLEMENTARY INFORMATION: In FR Doc.
2018–05580, appearing on page 12254
in the Federal Register of March 21,
2018, the following corrections are
made:
1. On page 12255, in the middle
column, correct the link at the end of
the first paragraph to read as follows:
‘‘(https://www.cpsc.gov/s3fs-public/
Petition%20HP%2016-1%20to
%20Amend%20Statement%20of%20
Interpretation%20and%20
Enforcement%20Policy%20
Household%20Products%20
Containing%20Methylene%
20Chloride%20-%20May%2026%20
2017.pdf?5OEQaiEtuOaf0ytaU.z3.n4
Lz5t0ku_J).’’
2. On page 12257, in the third
column, correct the format of the
‘‘Updated Example of Cautionary
Labeling’’ to read as follows:
FOIA program rule as a result of the
FOIA Improvement Act of 2016. When
the DoD FOIA program rule was revised,
it included DoD component information
and removed the requirement for
component supplementary rules. The
DoD now has one DoD-level rule for the
FOIA program at 32 CFR part 286 that
contains all the codified information
required for the Department. Therefore,
this part can be removed from the CFR.
DATES: This rule is effective on April 26,
2018.
FOR FURTHER INFORMATION CONTACT:
Alesia Williams at 301–394–5188.
SUPPLEMENTARY INFORMATION: It has been
determined that publication of this CFR
part removal for public comment is
impracticable, unnecessary, and
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(i) Terminating Action for AD 2018–08–03
18219
]]>Agencies
[Federal Register Volume 83, Number 81 (Thursday, April 26, 2018)]
[Rules and Regulations]
[Pages 18208-18219]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-08951]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2018-0304; Product Identifier 2018-NM-065-AD; Amendment
39-19261; AD 2018-09-05]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for The
Boeing Company Model 787-8 and 787-9 airplanes powered by Rolls-Royce
plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2,
Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-
J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires
revising the airplane flight manual (AFM) to limit extended operations
(ETOPS). This AD was prompted by a report from the engine manufacturer
indicating that after an engine failure, prolonged operation at high
thrust settings on the remaining engine during an ETOPS diversion may
result in failure of the remaining engine before the diversion can be
safely completed. We have determined that updated AFM limitations are
needed to minimize the potential for intermediate pressure compressor
(IPC) blade failures under certain conditions. We are issuing this AD
to address the unsafe condition on these products.
DATES: This AD is effective April 26, 2018.
We must receive comments on this AD by June 11, 2018.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
[[Page 18209]]
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-2018-
0304; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The street address for Docket Operations (phone:
800-647-5527) is in the ADDRESSES section. Comments will be available
in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Tak Kobayashi, Aerospace Engineer,
Propulsion Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206-231-3553; email:
[email protected].
SUPPLEMENTARY INFORMATION:
Discussion
Over the past year, we have been aware of several engine failures
of Trent 1000 Package C engines due to failed compressor and turbine
blades and seals. Package C engines are RR Trent 1000-A2, Trent 1000-
AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent
1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2
turbofan engines. During that same period, under the management
programs for those engine issues, we have been aware of numerous
reports of engine inspection findings of cracked blades resulting in
unscheduled engine removals. Boeing reported to the FAA that the engine
manufacturer recently determined that IPC stage 2 blades have a
resonant frequency that is excited by the airflow conditions existing
in the engine during operation at high thrust settings under certain
temperature and altitude conditions. The resultant blade vibration can
result in cumulative fatigue damage that can cause blade failure and
consequent engine in-flight shutdown. In the event of a single engine
in-flight shutdown during the cruise phase of flight, thrust on the
remaining engine is normally increased to maximum continuous thrust
(MCT). During a diversion following a single engine shutdown under an
ETOPS flight, the remaining engine may operate at MCT for a prolonged
period, during which the IPC stage 2 blades would be exposed to the
resonant frequency condition. Therefore, an ETOPS diversion will put
the remaining engine at an operating condition that would significantly
increase the likelihood of failure of the remaining engine. In
addition, if the remaining engine already had cracked IPC stage 2
blades, the likelihood of the remaining engine failing before a
diversion can be safely completed will further increase.
Related Rulemaking
AD 2018-08-03, Amendment 39-19256 (83 FR 16768, April 17, 2018)
(``AD 2018-08-03''), also requires revising the AFM to limit ETOPS on
Boeing Model 787-8 and 787-9 airplanes powered by RR Trent 1000-A2,
Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent
1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2,
and Trent 1000-L2 turbofan engines.
Actions Since AD 2018-08-03 Was Issued
Based on further review of the AFM limitations, Boeing has updated
the information reflected within the figures of AD 2018-08-03. The FAA
has determined it is necessary to update the AFM limitations
accordingly to minimize the potential for IPC blade failures under
certain conditions.
The FAA has determined that operation under AD 2018-08-03 is
acceptable for safe operation until the new AD limitations are
mandated.
FAA's Determination
We are issuing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
AD Requirements
This AD requires revising the AFM to limit ETOPS, using the updated
information referenced in figure 1 to paragraph (g) of this AD and
figure 2 to paragraph (h) of this AD. Accomplishment of the AFM
revisions required by this AD terminates all requirements of AD 2018-
08-03.
Interim Action
This AD is interim action. The manufacturer is currently developing
a modification that will address the unsafe condition identified in
this AD. Once this modification is developed, approved, and available,
we might consider additional rulemaking.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies waiving notice and comment prior to adoption of this rule
because unrecoverable thrust loss on both engines could lead to a
forced landing. Therefore, we find good cause that notice and
opportunity for prior public comment are impracticable. In addition,
for the reasons stated above, we find that good cause exists for making
this amendment effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, we invite you to send any written data, views, or
arguments about this final rule. Send your comments to an address
listed under the ADDRESSES section. Include the docket number FAA-2018-
0304 and Product Identifier 2018-NM-065-AD at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this final rule. We will
consider all comments received by the closing date and may amend this
final rule because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this final rule.
Costs of Compliance
We estimate that this AD affects 14 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per registered
product airplanes
----------------------------------------------------------------------------------------------------------------
AFM revisions...................... 1 work-hour x $85 per hour $0 $85 $1,190
= $85.
----------------------------------------------------------------------------------------------------------------
[[Page 18210]]
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs''
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes to
the Director of the System Oversight Division.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2018-09-05 The Boeing Company: Amendment 39-19261; Docket No. FAA-
2018-0304; Product Identifier 2018-NM-065-AD.
(a) Effective Date
This AD is effective April 26, 2018.
(b) Affected ADs
This AD affects AD 2018-08-03, Amendment 39-19256 (83 FR 16768,
April 17, 2018) (``AD 2018-08-03'').
(c) Applicability
This AD applies to The Boeing Company Model 787-8 and 787-9
airplanes, certificated in any category, powered by Rolls-Royce plc
(RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2,
Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent
1000-J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines.
(d) Subject
Air Transport Association (ATA) of America Code 71, Power plant.
(e) Unsafe Condition
This AD was prompted by a report from the engine manufacturer
indicating that after an engine failure, prolonged operation at high
thrust settings on the remaining engine during an extended-operation
(ETOPS) diversion may result in failure of the remaining engine
before the diversion can be safely completed. We are issuing this AD
to address unrecoverable thrust loss on both engines, which could
lead to a forced landing.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Revision of Limitations Chapter in Airplane Flight Manual (AFM)
Within 4 days after the effective date of this AD, revise the
Certificate Limitations chapter of the applicable Boeing AFM Engine
Appendix by incorporating the information in figure 1 to paragraph
(g) of this AD. This may be accomplished by inserting a copy of this
AD into the AFM. When information identical to that in figure 1 to
paragraph (g) of this AD has been included in the Certificate
Limitations chapter of the general revisions of the AFM, the general
revisions may be inserted into the AFM, and the copy of this AD may
be removed from the AFM.
BILLING CODE 4910-13-P
[[Page 18211]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.002
(h) Revision of Performance Chapter of AFM
Concurrently with accomplishment of the requirements of
paragraph (g) of this AD, revise the Performance chapter of the
applicable Boeing AFM Engine Appendix by incorporating the
information in figure 2 to paragraph (h) of this AD. This may be
accomplished by inserting a copy of this AD into the AFM. When
information identical to that in figure 2 to paragraph (h) of this
AD has been included in the Performance chapter of the general
revisions of the AFM, the general revisions may be inserted into the
AFM, and the copy of this AD may be removed from the AFM. Guidance
on flight path planning can be found in figure 3 to paragraph (h) of
this AD.
[[Page 18212]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.003
[[Page 18213]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.004
[[Page 18214]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.005
[[Page 18215]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.006
[[Page 18216]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.007
[[Page 18217]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.008
[[Page 18218]]
[GRAPHIC] [TIFF OMITTED] TR26AP18.009
[[Page 18219]]
(i) Terminating Action for AD 2018-08-03
Accomplishment of the actions required by paragraphs (g) and (h)
of this AD terminates all requirements of AD 2018-08-03.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or local Flight Standards District
Office, as appropriate. If sending information directly to the
manager of the certification office, send it to the attention of the
person identified in paragraph (k) of this AD. Information may be
emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by the Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Seattle ACO Branch, to make those findings. To be approved,
the repair method, modification deviation, or alteration deviation
must meet the certification basis of the airplane, and the approval
must specifically refer to this AD.
(k) Related Information
For more information about this AD, contact Tak Kobayashi,
Aerospace Engineer, Propulsion Section, FAA, Seattle ACO Branch,
2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-
3553; email: [email protected].
(l) Material Incorporated by Reference
None.
Issued in Des Moines, Washington, on April 24, 2018.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft Certification Service.
[FR Doc. 2018-08951 Filed 4-25-18; 8:45 am]
BILLING CODE 4910-13-C
