Airworthiness Directives; The Boeing Company Airplanes, 17944-17950 [2019-08536]
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Federal Register / Vol. 84, No. 82 / Monday, April 29, 2019 / Rules and Regulations
which could result in additional
hazards.
Flight Termination System:
1. There must be a means for the flight
crew to quickly and safely terminate the
UA flight.
2. The Fazer R must have a means to
safely terminate the UA flight when safe
operation cannot continue or be
maintained.
3. There must be means to prevent
inadvertent operation of the flight
termination system.
Engine and Engine Control System:
1. The Fazer R Engine and Engine
Control System includes each
component necessary for propulsion or
which affects propulsion safety.
2. The Fazer R Engine and Engine
Control System installation must be
designed, constructed, installed, and
maintained to ensure its continued safe
operation within the operational
envelope between normal inspections
and overhauls.
3. The Fazer R Engine Control System
including any Engine Control Unit
(ECU) software or electronic hardware
must be designed and developed using
methods accepted by the FAA.
4. The applicant must identify the
Fazer R Engine and Engine Control
System failure modes and effects that
may result in a catastrophic condition to
the UAS. The applicant must mitigate
each hazard to a level acceptable to the
FAA.
5. The Fazer R Engine and Engine
Control System operability, durability
and reliability must be demonstrated.
Powerplant Installation:
1. The powerplant installation
includes each part of the Fazer R (other
than the main and auxiliary rotor
structures) that—
(a) Is necessary for propulsion;
(b) Affects the control of the major
propulsive units; or
(c) Affects the safety of the major
propulsive units between normal
inspections or overhauls.
2. Each component of the powerplant
installation must be constructed,
arranged, and installed to ensure its
continued safe operation between
normal inspections or overhauls for the
range of temperature and altitude for
which approval is requested.
Systems and Equipment: This
requirement applies to the Fazer R
unless another requirement has been
imposed for a specific piece of
equipment, system, or systems. The
Fazer R systems and equipment,
including any software or electronic
hardware, must be designed and
developed using methods accepted by
the FAA.
1. The systems and equipment
required for a Fazer R to operate safely
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in the kinds of operations for which
certification is requested must be
designed and installed to perform their
intended function throughout the
operating and environmental limits for
which the Fazer R is certificated.
2. All systems and equipment not
covered by paragraph 1 of this section,
considered separately and in relation to
other systems, must be designed and
installed so their operation or failure
does not have an adverse effect on the
Fazer R.
Communication:
1. The applicant must define the type,
methods, and operational limits of
communication, including the
mitigation of any hazard created by any
loss of communication between the
flight crew and between the flight crew
and the Fazer R.
2. A means must be provided to allow
for all communication necessary to
safely operate the UA.
Interference from External Sources:
The design must minimize the risks
associated with interference to Fazer R
electronic systems and networks from
external sources.
Interference with Other Aircraft or
Obstacles: The Fazer R must have a
means to remain well clear of obstacles
and other aircraft for its intended
operation and airspace to avoid the risk
of collision.
Issued in Kansas City, Missouri, on April
19, 2019.
Pat Mullen,
Aircraft Certification Service, Manager, Small
Airplane Standards Branch, AIR–690.
[FR Doc. 2019–08606 Filed 4–26–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–1241; Product
Identifier 2017–NM–117–AD; Amendment
39–19611; AD 2019–06–13]
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 all The
Boeing Company Model 787 series
airplanes. This AD was prompted by
reports of hydraulic leakage caused by
damage to aileron and elevator actuators
from lightning strikes. This AD requires
SUMMARY:
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an inspection or records check to
inspect for certain parts, detailed
inspections of aileron and elevator
power control units (PCUs), and
applicable on-condition actions. We are
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective June 3, 2019.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of June 3, 2019.
ADDRESSES: For service information
identified in this final rule, contact
Boeing Commercial Airplanes,
Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC
110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; internet
https://www.myboeingfleet.com. You
may view this service information at the
FAA, Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available on the internet at
https://www.regulations.gov by searching
for and locating Docket No. FAA–2017–
1241.
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–2017–
1241; 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 address for Docket
Operations (phone: 800–647–5527) is
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:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Section, FAA,
Seattle ACO Branch, 2200 South 216th
St., Des Moines, WA 98198; phone and
fax: 206–231–3546; email:
Kelly.McGuckin@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 all The Boeing Company Model
787 series airplanes. The NPRM
published in the Federal Register on
January 10, 2018 (83 FR 1198). The
NPRM was prompted by reports of
hydraulic leakage caused by damage to
aileron and elevator actuators from
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lightning strikes. The NPRM proposed
to require a records check to inspect for
certain parts, a detailed inspection of
aileron and elevator PCUs, and
applicable on-condition actions.
We are issuing this AD to address
hydraulic leakage in aileron and
elevator PCUs, which, when coupled
with an independent subsequent loss of
two hydraulic systems, could result in
an inability to maintain aileron or
elevator actuator stiffness and lead to
airplane control surface oscillations,
which could damage the control
surfaces and cause reduced
controllability of the airplane.
Comments
We gave the public the opportunity to
participate in developing this final rule.
The following presents the comments
received on the NPRM and the FAA’s
response to each comment.
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Support for the NPRM
The Air Line Pilots Association,
International (ALPA) and commenter
Leif Miller indicated their support for
the NPRM.
Request To Reference Later Revisions
of Service Information
Oman Air requested that the proposed
AD be revised to allow actions in
accordance with ‘‘any later FAAapproved revision of’’ the service
information. The commenter noted that
Boeing was considering issuing updated
service information to incorporate
differences between the service
information and proposed AD.
We agree to clarify. We may not refer
to any document that does not yet exist.
In general terms, we are required by
Office of the Federal Register (OFR)
regulations to either publish the service
document contents as part of the actual
AD language; or submit the service
document to the OFR for approval as
referenced material, in which case we
may only refer to such material in the
text of an AD. The AD may refer to the
service document only if the OFR
approved it for incorporation by
reference. See 1 CFR part 51. To allow
operators to use later revisions of the
referenced document (issued after
publication of the AD), either we must
revise the AD to reference specific later
revisions, or operators must request
approval to use later revisions as an
alternative method of compliance with
this AD under the provisions of
paragraph (n) of this AD.
However, we note that Boeing has
issued Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003,
dated December 3, 2018. This revised
service information clarifies instructions
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and requirements, revises the effectivity
to account for part rotability (which
does not add airplanes to this AD, since
we already included all The Boeing
Company Model 787 series airplanes in
our applicability), and corrects errors in
certain part numbers. This new service
information does not include any new
actions. We have revised this AD to
refer to Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003,
dated December 3, 2018, and revised
paragraph (l) of this AD to provide
credit for actions performed using
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 002, dated
July 19, 2017. We have also removed
paragraphs (k)(2) and (k)(3) of the
proposed AD, as the revised service
information makes them unnecessary,
and revised the language in paragraph
(k)(1) of this AD based on the revised
compliance language in the new service
information.
Request To Clarify Records Check
Oman Air, All Nippon Airways
(ANA), and Xiamen Airlines requested
that we clarify the instructions related
to the records check specified in
paragraph (g) of the proposed AD. The
commenters noted that Boeing Alert
Service Bulletin B787–81205–
SB270037–00, Issue 002, dated July 19,
2017, incorrectly lists the PCU remote
electronics unit (REU) assembly part
number, rather than the PCU part
number. The commenters also noted
that the part numbers of the PCU REU
assembly are not available on the
airplane readiness log part list (ARL).
ANA added that the PCU REU assembly
part number is written in ink and may
no longer be legible after extended
periods on the airplane.
ANA and Xiamen Airlines added that
the PCU part number cannot be
determined easily when the part is on
the airplane, due to limited clearance.
ANA asked that the proposed AD be
revised to allow using a borescope
inspection (BSI) tool to determine the
aileron PCU part number.
Oman Air suggested the applicability
of the proposed AD be revised to list
only the airplanes having line numbers
known to have been delivered with
affected parts. Oman Air added that the
787 illustrated parts data (IPD) could be
revised to prohibit the installation of the
affected parts on airplanes that were not
delivered with affected parts.
We agree to clarify. As noted earlier,
we have revised this AD to refer to
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018. This service
information includes the affected PCU
numbers and a note that allows the use
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of a BSI tool to determine the aileron
and elevator PCU part numbers.
We disagree with Oman Air’s request
to revise the applicability. The affected
PCUs are rotable parts, and we have
determined that these PCUs could later
be installed on airplanes that were
initially delivered with acceptable
PCUs, thereby subjecting those airplanes
to the unsafe condition. In addition, we
do not control approval of the IPD and
cannot require Boeing to update this
document. We have not changed this
AD regarding these issues.
Request To Extend the Compliance
Time for Reporting
ANA and United Airlines (UAL)
requested that we extend the
compliance time for reporting
discrepant findings from 30 days to 60
days. ANA noted that the work is
outsourced to a maintenance shop, and
it takes time to receive the results from
that shop. UAL stated that the serial
number of the discrepant PCU is most
easily found when the PCU is removed
from the airplane, which may take up to
one month after a leakage rate
discrepancy is found. As an alternative,
UAL suggested that the 30-day
compliance time for reporting could be
counted from the day the discrepant
part is removed, rather than the day of
the leakage rate inspection.
We agree with the commenters’
requests to extend the compliance time
for reporting for the reasons provided.
We have revised paragraphs (i)(1) and
(i)(2) of this AD to require reporting
within 60 days, rather than 30 days.
Request To Clarify Reporting
Requirement
UAL requested that we clarify
whether reporting is required for
discrepant findings, if those findings
were found during the accomplishment
of Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 001, dated
September 27, 2016 (paragraph (l) of the
proposed AD allows credit for the
actions specified in paragraph (g) of this
AD if they were accomplished using
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 001, dated
September 27, 2016), which does not
require reporting.
We agree to clarify. As specified in
paragraph (l) of the proposed AD,
operators get credit for the actions
specified in paragraph (g) of this AD, if
those actions were done previously.
Therefore, if an operator used Issue 001
of the service information (which does
not include reporting), they would not
be able to take credit for the reporting
requirement as specified in paragraphs
(g) and (i) of this AD. As noted by
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paragraph (i)(2) of this AD, reporting of
discrepant findings is required for
inspections done before the effective
date of this AD.
We have moved the text from
paragraph (l) of the proposed AD to
paragraphs (l)(1) and (l)(2) of this AD.
For clarity, we have also added text to
paragraph (l)(1) of this AD to specify
that reporting must still be done if
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 001, dated
September 27, 2016, was used.
Request To Clarify Whether Reporting
Will Be Required in the Final Rule
CCA/AMECO requested that we
clarify whether we intend to include the
reporting specified in the proposed AD
as a requirement in this final rule.
We agree to clarify. Paragraph (g) of
this AD requires reporting, among other
actions, and paragraph (i) of this AD
specifies the compliance times for the
reporting. As noted earlier, the
compliance time for this reporting has
been extended from 30 days to 60 days
in this final rule.
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Request To Define Discrepant Findings
American Airlines (AAL) requested
that we clarify paragraph (i) of the
proposed AD to more clearly state what
constitutes a ‘‘discrepant’’ finding that
must be reported. AAL noted that the
service information and proposed AD
do not define ‘‘discrepant’’, and stated
that this could lead to confusion
regarding what needs to be reported.
We agree to clarify. As noted earlier,
we have revised this AD to refer to
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, which specifies
reporting based on various conditions.
Those conditions are specified in the
Accomplishment Instructions of Boeing
Alert Service Bulletin B787–81205–
SB270037–00, Issue 003, dated
December 3, 2018, with actions stating
to ‘‘report all discrepant findings.’’ We
have not changed this AD regarding this
issue.
Request To Allow Installation of NonAffected PCUs
ANA and AAL requested that the
proposed AD be revised to allow the
installation of a ‘‘non-affected’’ PCU.
ANA noted that Boeing Alert Service
Bulletin B787–81205–SB270037–00,
Issue 002, dated July 19, 2017, states to
replace certain PCUs with a serviceable
PCU, but does not allow installing nonaffected PCUs having part number
C99160–004. AAL added that
installation of improved non-affected
parts is not allowed by the proposed
AD.
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We agree with the commenters’
requests. As stated earlier, we have
revised this final rule to refer to Boeing
Alert Service Bulletin B787–81205–
SB270037–00, Issue 003, dated
December 3, 2018; among other changes,
this revision of the service information
allows the installation of non-affected
PCUs.
Request To Correct Certain Part
Numbers
ANA noted that the ‘‘Spare
Interchangeability’’ column of Table 2
in Appendix D of Boeing Alert Service
Bulletin B787–81205–SB270037–00,
Issue 002, dated July 19, 2017, states
that it lists the elevator PCU part
numbers, but it really lists the aileron
PCU part numbers. We infer that the
commenter is asking us to correct this
information.
We agree with the commenter’s
request. As stated earlier, we have
revised this final rule to refer to Boeing
Alert Service Bulletin B787–81205–
SB270037–00, Issue 003, dated
December 3, 2018; among other changes,
this revision of the service information
corrects the specified part numbers.
Request To Clarify Leakage Levels for
Different PCUs
Boeing requested that we revise the
fourth paragraph under ‘‘Differences
Between Proposed AD and the Service
Information’’ of the proposed AD.
Boeing asked that text stating ‘‘any
leakage measured during the detailed
inspection of the aileron PCU or
elevator PCU that is more than 6 drops
(or 9 drops, depending on the
inspection) . . .’’ be revised to state
‘‘any leakage measured during the
detailed inspection that is more than 6
drops for the aileron PCU (or 9 drops for
the elevator PCU).’’ Boeing requested a
similar language revision for the last
sentence of that paragraph. Boeing
stated that the language in the NPRM
was not clear and could cause confusion
regarding when repair or replacement is
needed.
We acknowledge the commenter’s
request and agree that the proposed
language would provide clarity.
However, the ‘‘Differences Between
Proposed AD and the Service
Information’’ paragraph is not carried
over to this final rule. We note that the
revised service information clearly
identifies the conditions that require
repair or replacement. We have not
changed this AD in this regard.
Request To Clarify Hydraulic Fluid
Leakage Levels Detected
Boeing requested that we revise the
Discussion sentence of the proposed AD
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to remove the word ‘‘excessive’’ when
referring to hydraulic fluid leakage
levels. Boeing noted that the reported
in-service events found only minor
leakage, not excessive leakage. Boeing
added that the actions in the proposed
AD are intended to prevent excessive
leakage.
We acknowledge the commenter’s
request and agree that the proposed
language would provide clarity.
However, the sentence in question is not
carried over to this final rule. We have
not changed this final rule in this
regard.
Request To Clarify Terminating Action
Boeing requested that we revise
paragraph (h) of the proposed AD to
specify that removal ‘‘and replacement’’
of all affected PCUs ‘‘with unaffected
PCUs’’ terminates the requirements of
paragraph (g) of this AD until an
affected PCU is installed, ‘‘then the
requirements of paragraph (g) are again
required.’’ Boeing suggested that
revising the language to add the quoted
text would help to clarify that
replacement with an affected PCU
would require operators to perform
inspections and on-condition actions on
that affected PCU.
We agree to clarify. As the commenter
noted, if an affected PCU is installed on
an airplane, it is subject to inspections
and on-condition actions. Paragraph (j)
of this AD specifies the conditions
under which an affected PCU may be
installed on an airplane, including that
the PCU is inspected and all applicable
on-condition actions are done as
specified in paragraph (g) of this AD,
and discrepant findings are reported as
required by paragraph (g) of this AD at
the applicable times specified in
paragraph (i) of this AD. We have
revised paragraph (h) of this AD to
clarify that once an affected part is
installed on an airplane, the actions in
paragraph (j) of this AD must be done
on that airplane.
Request To Clarify Interim Action
Boeing requested that we revise the
Interim Action paragraph in the NPRM
to say ‘‘the manufacturer may develop a
modification’’ instead of ‘‘the
manufacturer is currently developing a
modification’’ and ‘‘if this modification
is developed’’ instead of ‘‘when this
modification is developed.’’ Boeing
noted that it is reviewing the potential
for a modification that may be able to
address the identified unsafe condition.
We agree with the commenter for the
reasons stated. We have revised the
Interim Action paragraph of this final
rule accordingly.
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Request To Revise Applicability
Boeing requested that we revise the
applicability of our proposed AD from
‘‘all The Boeing Company Model 787
series airplanes’’ to ‘‘all The Boeing
Company Model 787–8 and 787–9
airplanes.’’ Boeing stated that the
approved type design allows installation
of affected PCUs on only Model 787–8
and 787–9 airplanes, not on Model 787–
10 airplanes.
We disagree with the commenter’s
request. As noted in the proposed AD,
the affected PCUs are rotable parts.
Although they are not part of the
approved type design, the affected PCUs
could be physically installed on Model
787–10 airplanes. Therefore, we
included these models in our
applicability to ensure the unsafe
condition is addressed if an affected
PCU is installed on a Model 787–10
airplane. We have not changed this AD
regarding this issue.
Request To Revise Certain Inspection
Times
Oman Air requested that paragraph
(j)(1) of the proposed AD be revised to
revise the requirement to inspect an
affected PCU ‘‘after installation and
before further flight’’ if the PCU is a
repaired or overhauled unit coming
from an authorized shop. Oman Air
suggested that for units removed from
airplanes in a serviceable condition,
then reinstalled, the initial inspection
for such PCUs be required within 6,000
flight hours after the last inspection,
rather than before further flight.
We disagree with the commenter’s
request. Affected PCUs are subject to the
unsafe condition described in this AD.
The repair or overhaul may have been
unrelated to the unsafe condition, so an
inspection before further flight is
necessary to ensure that a PCU with
unacceptable levels of hydraulic leakage
is not installed on an airplane affected
by this AD. We have not changed this
AD regarding this issue.
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Request To Clarify Provisions of Parts
Installation Limitations
Oman Air requested that we provide
clarification on paragraph (j) of the
proposed AD. Oman Air asked if an
affected but serviceable PCU is installed
during unscheduled maintenance,
would that PCU only need to be
inspected and tested before further
flight (rather than repetitively as
specified in paragraph (g) of the
proposed AD). The commenter noted
that in order to determine which actions
are applicable for a given airplane, an
operator must know the part number
and condition of both the replaced PCU
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and the other PCU on that surface
(aileron or elevator). Oman Air noted
that the inspection requirements and
on-condition actions for the
replacement PCU are conditional based
on the leak test results of the other PCU
on that surface.
We agree to clarify. Paragraph (j) of
this AD is intended to allow operators
to install an affected PCU, provided it is
inspected as required by paragraph (g)
of this AD after installation and prior to
flight. An affected PCU installed as
specified in paragraph (j) of this AD is
subject to the repetitive inspections and
applicable on-condition actions
required by paragraph (g) of this AD,
and the reporting required by paragraph
(g) of this AD that must be done at the
applicable times specified in paragraph
(i) of this AD. As the commenter noted,
in order to comply with paragraph (g) of
this AD, an operator must know the part
number of both PCUs on a given surface,
as well as the status of any applicable
leakage tests on each PCU. We have
clarified the language in the
introductory text of paragraph (j) and in
paragraphs (j)(1) and (j)(2) of this AD.
Request To Prohibit Installation of
Affected PCUs
AAL requested that we revise
paragraph (j) of the proposed AD to not
allow the installation of an affected
PCU. AAL suggested that if installing a
single affected PCU in combination with
unaffected PCUs presents a significant
enough unsafe condition to require
repetitive inspections of the affected
PCU, then we should prohibit the
installation of affected PCUs.
We disagree with the request. The
provisions in paragraph (j) of this AD
allowing the installation of affected
PCUs, provided inspections and oncondition actions are done on the PCUs,
are intended to provide flexibility to
operators while ensuring an acceptable
level of safety. A configuration with a
mix of affected and unaffected PCUs is
acceptable provided the actions in
paragraphs (j)(1) and (j)(2) of this AD are
done. The intent of this AD is to address
the identified unsafe condition for PCUs
subject to the noted hydraulic fluid
leakage while those parts are used in
service. We have not changed this AD
regarding this issue.
Request To Allow Installation of One
Unaffected PCU To Terminate
Inspections
AAL requested that we revise the
proposed AD to allow the installation of
one unaffected PCU on a control surface
to terminate the inspections required by
paragraph (g) of the proposed AD. AAL
stated that it understands the unsafe
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17947
condition happens only when both
PCUs are leaking hydraulic fluid due to
damage incurred by a lightning strike.
AAL added that the improved,
unaffected PCUs include measures to
eliminate the lightning strike damage
concern.
We disagree with the commenter’s
request. This AD is considered interim
action intended to address the unsafe
condition. Allowing the installation of
one unaffected PCU to terminate the
repetitive inspections and on-condition
actions on the affected PCU would not
adequately address the unsafe
condition. The actions required by this
AD will remove the affected parts from
service or mitigate the unsafe condition.
If the manufacturer develops a
modification that will address the
unsafe condition identified in this AD,
we might consider additional
rulemaking. We have not changed this
AD regarding this issue.
Request To Clarify Part Number
Identification Technique
ANA requested that we clarify
whether certain methods of identifying
affected part numbers are acceptable for
compliance with the proposed AD. ANA
noted that on its airplanes, the part
number of the PCU is written in
permanent marker and may not be
legible after extensive time on the
airplane. ANA noted that Boeing Alert
Service Bulletin B787–81205–
SB270037–00, Issue 003, dated
December 3, 2018, states to inspect the
elevator and aileron PCU part numbers
in accordance with certain tasks. ANA
added that related appendixes list both
the PCU part numbers and the PCU
assembly part numbers; the assembly
part numbers are stamped on
identification or mod plates, and can be
easily found and read. ANA also noted
that Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, added a note stating
that a records review is acceptable for
parts identification of the PCU part
number, but the service information did
not state whether the PCU assembly part
number is an acceptable means of
identifying affected parts. ANA asked if
it is acceptable to use the PCU assembly
part numbers for identification of
affected parts, or if it would have to
request an alternative method of
compliance (AMOC) to do so. ANA also
asked if using a records check to
identify the PCU assembly part numbers
would be allowed without obtaining an
AMOC.
We agree to clarify. The intent of
Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, is to allow flexibility
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the effective date of this AD instead of
from ‘‘the Issue 002 date of this service
bulletin.’’
in determining the PCU part numbers.
We have added paragraph (k)(2) to this
AD to specify that using the PCU
assembly part number identified in the
applicable Appendix of Boeing Alert
Service Bulletin B787–81205–
SB270037–00, Issue 003, dated
December 3, 2018, is acceptable to
determine if the PCU is an affected part;
the PCU or PCU assembly part number
may be determined through an
inspection or records check.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
final rule with the changes described
previously and minor editorial changes.
We have determined that these minor
changes:
• Are consistent with the intent that
was proposed in the NPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this final rule.
Request To Clarify Compliance Time
CCA/AMECO requested that we
provide clarification regarding the
compliance time for the actions
specified in paragraph (g) of the
proposed AD. The commenter noted
that it has several airplanes that have
exceeded the initial compliance times
noted in Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003,
dated December 3, 2018.
We agree to clarify. Paragraph (k)(1) of
this AD provides relief to the
compliance times in the service bulletin
by allowing times to be counted from
Related Service Information Under 1
CFR Part 51
We reviewed Boeing Alert Service
Bulletin B787–81205–SB270037–00,
Issue 003, dated December 3, 2018. The
service information describes
procedures for an inspection or records
check to inspect for certain parts,
detailed inspections for external leakage
of the aileron and elevator PCUs,
reporting of PCUs with discrepant
leakage, and replacement if necessary.
This service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in the ADDRESSES section.
Interim Action
We consider this AD interim action.
The manufacturer may develop a
modification that will address the
unsafe condition identified in this AD.
If this modification is developed,
approved, and available, we might
consider additional rulemaking.
Costs of Compliance
We estimate that this AD affects 82
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS FOR REQUIRED ACTIONS
Action
Labor cost
Inspections ..
Up to 20 work-hours × $85 per hour = $1,700 per inspection cycle.
We estimate the following costs to do
any necessary reporting that would be
required. We have no way of
Cost per
product
Parts cost
$0
Up to $1,700 per inspection cycle.
Cost on U.S.
operators
Up to $139,400 per inspection cycle.
determining the number of aircraft that
might need these reports:
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ESTIMATED COSTS OF ON-CONDITION ACTIONS
Labor cost
Parts cost
Cost per
product
1 work-hour × $85 per hour = $85 ..........................................................................................................................
$0
$85
We have received no definitive data
that would enable us to provide cost
estimates for the records check or
certain on-condition actions specified in
this AD.
According to the manufacturer, some
or all of the costs of this AD may be
covered under warranty, thereby
reducing the cost impact on affected
individuals. We do not control warranty
coverage for affected individuals. As a
result, we have included all costs in our
cost estimate.
Paperwork Reduction Act
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject
to penalty for failure to comply with a
VerDate Sep<11>2014
15:56 Apr 26, 2019
Jkt 247001
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 control
number for the collection of information
required by this AD is 2120–0056. The
paperwork cost associated with this AD
has been detailed in the Costs of
Compliance section of this document
and includes time for reviewing
instructions, as well as completing and
reviewing the collection of information.
Therefore, all reporting associated with
this AD is 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,
PO 00000
Frm 00018
Fmt 4700
Sfmt 4700
DC 20591, ATTN: Information
Collection Clearance Officer, AES–200.
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
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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 and associated appliances to
the Director of the System Oversight
Division.
Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
khammond on DSKBBV9HB2PROD with RULES
1. The authority citation for part 39
continues to read as follows:
■
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
15:56 Apr 26, 2019
Jkt 247001
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing
Company Model 787 series airplanes,
certificated in any category.
(d) Subject
Air Transport Association (ATA) of
America Code 27, Flight Controls.
(e) Unsafe Condition
This AD was prompted by reports of
hydraulic leakage caused by damage to
aileron and elevator actuators from lightning
strikes. We are issuing this AD to address
hydraulic leakage in aileron and elevator
power control units (PCUs), which, when
coupled with an independent subsequent
loss of two hydraulic systems, could result in
an inability to maintain aileron or elevator
actuator stiffness and lead to airplane control
surface oscillations, which could damage the
control surfaces and cause reduced
controllability of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Required Actions
Except as required by paragraphs (i) and (k)
of this AD: For airplanes with an original
certificate of airworthiness or original export
certificate of airworthiness issued on or
before the effective date of this AD, at the
applicable times specified in paragraph 5,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin B787–81205–SB270037–00, Issue
003, dated December 3, 2018, do all
applicable actions identified as ‘‘RC’’
(required for compliance) in, and in
accordance with, the Accomplishment
Instructions of Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003, dated
December 3, 2018.
(i) Reporting Compliance Times
Authority: 49 U.S.C. 106(g), 40113, 44701.
VerDate Sep<11>2014
This AD is effective June 3, 2019.
Removal of all affected PCUs, as identified
in Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, terminates the
requirements of paragraph (g) of this AD until
an affected PCU is installed. Once an affected
PCU is installed on an airplane, the actions
specified in paragraph (j) of this AD must be
done on that airplane.
PART 39—AIRWORTHINESS
DIRECTIVES
■
(a) Effective Date
(h) Terminating Action
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
§ 39.13
2019–06–13 The Boeing Company:
Amendment 39–19611 ; Docket No.
FAA–2017–1241; Product Identifier
2017–NM–117–AD.
Where Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, specifies to submit a
report of discrepant findings, this AD
requires submitting reports at the applicable
times specified in paragraphs (i)(1) and (i)(2)
of this AD.
PO 00000
Frm 00019
Fmt 4700
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17949
(1) If the inspection was done on or after
the effective date of this AD: Submit the
report within 60 days after the inspection.
(2) If the inspection was done before the
effective date of this AD: Submit the report
within 60 days after the effective date of this
AD.
(j) Parts Installation Limitation
For all Model 787 series airplanes: As of
the effective date of this AD, an affected PCU,
as identified in Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003, dated
December 3, 2018, may be installed provided
the conditions specified in paragraphs (j)(1),
(j)(2), and, as applicable, (j)(3) of this AD are
met. Thereafter, comply with the actions
required by paragraph (g) of this AD.
(1) The PCU is inspected as specified in
paragraph (g) of this AD after installation and
before further flight.
(2) All applicable on-condition actions are
done before further flight.
(3) A report is submitted as required by
paragraph (g) of this AD at the applicable
time specified in paragraph (i) of this AD.
(k) Exception to Service Information
Specifications
(1) For purposes of determining
compliance with the requirements of this AD,
Where Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018, uses ‘‘the Issue 002 date
of this service bulletin,’’ this AD requires
using ‘‘the effective date of this AD.’’
(2) Where Boeing Alert Service Bulletin
B787–81205–SB270037–00, Issue 003, dated
December 3, 2018, refers to an inspection or
records check to determine the PCU part
number and refers to an Appendix for
affected PCU part numbers, this AD also
allows using the PCU assembly part number
identified in the applicable Appendix to
determine if the PCU is an affected part.
(l) Credit for Previous Actions
(1) This paragraph provides credit for the
actions specified in paragraph (g) of this AD,
if those actions were performed before the
effective date of this AD using Boeing Alert
Service Bulletin B787–81205–SB270037–00,
Issue 001, dated September 27, 2016. Since
reporting is not specified in Boeing Alert
Service Bulletin B787–81205–SB270037–00,
Issue 001, dated September 27, 2016, submit
reports as required by paragraph (g) of this
AD at the applicable times specified in
paragraph (i) of this AD.
(2) This paragraph provides credit for the
actions specified in paragraph (g) of this AD,
if those actions were performed before the
effective date of this AD using Boeing Alert
Service Bulletin B787–81205–SB270037–00,
Issue 002, dated July 19, 2017.
(m) 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
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information collection is 2120–0056. Public
reporting for this collection of information is
estimated to be approximately 1 hour 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.
khammond on DSKBBV9HB2PROD with RULES
(n) 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 (o)(1) of
this AD. Information may be emailed to: 9ANM-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,
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, FAA, to make those findings. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) For service information that contains
steps that are labeled as RC, the provisions
of paragraphs (n)(4)(i) and (n)(4)(ii) of this
AD apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. If a step or substep is
labeled ‘‘RC Exempt,’’ then the RC
requirement is removed from that step or
substep. An AMOC is required for any
deviations to RC steps, including substeps
and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
(o) Related Information
(1) For more information about this AD,
contact Kelly McGuckin, Aerospace
Engineer, Systems and Equipment Section,
FAA, Seattle ACO Branch, 2200 South 216th
St., Des Moines, WA 98198; phone and fax:
206–231–3546; email: Kelly.McGuckin@
faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
VerDate Sep<11>2014
15:56 Apr 26, 2019
Jkt 247001
available at the addresses specified in
paragraphs (p)(3) and (p)(4) 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.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin B787–
81205–SB270037–00, Issue 003, dated
December 3, 2018.
(ii) [Reserved]
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd.,
MC 110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; internet https://
www.myboeingfleet.com.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Des Moines, Washington, on
April 1, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division,
Aircraft Certification Service.
[FR Doc. 2019–08536 Filed 4–26–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF THE TREASURY
Office of Foreign Assets Control
31 CFR Part 579
Foreign Interference in U.S. Elections
Sanctions Regulations
Office of Foreign Assets
Control, Treasury.
ACTION: Final rule.
AGENCY:
The Department of the
Treasury’s Office of Foreign Assets
Control (OFAC) is adding regulations to
implement Executive Order of
September 12, 2018 (‘‘Imposing Certain
Sanctions in the Event of Foreign
Interference in a United States
Election’’). OFAC intends to supplement
these regulations with a more
comprehensive set of regulations, which
may include additional interpretive and
definitional guidance, general licenses,
and statements of licensing policy.
DATES: Effective Date: April 29, 2019.
SUMMARY:
PO 00000
Frm 00020
Fmt 4700
Sfmt 4700
FOR FURTHER INFORMATION CONTACT:
OFAC: Assistant Director for Licensing,
tel.: 202–622–2480; Assistant Director
for Regulatory Affairs, tel.: 202–622–
4855; Assistant Director for Sanctions
Compliance & Evaluation, tel.: 202–622–
2490; or the Department of the
Treasury’s Office of the Chief Counsel
(Foreign Assets Control), Office of the
General Counsel, tel.: 202–622–2410.
SUPPLEMENTARY INFORMATION:
Electronic Availability
This document and additional
information concerning OFAC are
available on OFAC’s website
(www.treasury.gov/ofac).
Background
On September 12, 2018, the President,
invoking the authority of, inter alia, the
International Emergency Economic
Powers Act (50 U.S.C. 1701–1706)
(IEEPA), issued Executive Order 13848
(83 FR 46843, September 14, 2018) (E.O.
13848).
In E.O. 13848, the President
determined that the ability of persons
located, in whole or in substantial part,
outside the United States to interfere in
or undermine public confidence in
United States elections, including
through the unauthorized accessing of
election and campaign infrastructure or
the covert distribution of propaganda
and disinformation, constitutes an
unusual and extraordinary threat to the
national security and foreign policy of
the United States. Accordingly, the
President then declared a national
emergency to deal with that threat.
OFAC is issuing the Foreign
Interference in U.S. Elections Sanctions
Regulations, 31 CFR part 579 (the
‘‘Regulations’’), to implement E.O.
13848, pursuant to authorities delegated
to the Secretary of the Treasury in E.O.
13848. A copy of E.O. 13848 appears in
appendix A to this part.
The Regulations are being published
in abbreviated form at this time for the
purpose of providing immediate
guidance to the public. OFAC intends to
supplement this part 579 with a more
comprehensive set of regulations, which
may include additional interpretive and
definitional guidance, general licenses,
and statements of licensing policy. The
appendix to the Regulations will be
removed when OFAC supplements this
part with a more comprehensive set of
regulations.
Public Participation
Because the Regulations involve a
foreign affairs function, the provisions
of Executive Order 12866 and the
Administrative Procedure Act (5 U.S.C.
553) requiring notice of proposed
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]]>Agencies
[Federal Register Volume 84, Number 82 (Monday, April 29, 2019)]
[Rules and Regulations]
[Pages 17944-17950]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-08536]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2017-1241; Product Identifier 2017-NM-117-AD; Amendment
39-19611; AD 2019-06-13]
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 all The
Boeing Company Model 787 series airplanes. This AD was prompted by
reports of hydraulic leakage caused by damage to aileron and elevator
actuators from lightning strikes. This AD requires an inspection or
records check to inspect for certain parts, detailed inspections of
aileron and elevator power control units (PCUs), and applicable on-
condition actions. We are issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective June 3, 2019.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of June 3,
2019.
ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; internet https://www.myboeingfleet.com. You may view this service information at the
FAA, Transport Standards Branch, 2200 South 216th St., Des Moines, WA.
For information on the availability of this material at the FAA, call
206-231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2017-
1241.
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-2017-
1241; 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 address for Docket Operations (phone: 800-647-
5527) is 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: Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South
216th St., Des Moines, WA 98198; phone and fax: 206-231-3546; email:
[email protected].
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 all The Boeing Company
Model 787 series airplanes. The NPRM published in the Federal Register
on January 10, 2018 (83 FR 1198). The NPRM was prompted by reports of
hydraulic leakage caused by damage to aileron and elevator actuators
from
[[Page 17945]]
lightning strikes. The NPRM proposed to require a records check to
inspect for certain parts, a detailed inspection of aileron and
elevator PCUs, and applicable on-condition actions.
We are issuing this AD to address hydraulic leakage in aileron and
elevator PCUs, which, when coupled with an independent subsequent loss
of two hydraulic systems, could result in an inability to maintain
aileron or elevator actuator stiffness and lead to airplane control
surface oscillations, which could damage the control surfaces and cause
reduced controllability of the airplane.
Comments
We gave the public the opportunity to participate in developing
this final rule. The following presents the comments received on the
NPRM and the FAA's response to each comment.
Support for the NPRM
The Air Line Pilots Association, International (ALPA) and commenter
Leif Miller indicated their support for the NPRM.
Request To Reference Later Revisions of Service Information
Oman Air requested that the proposed AD be revised to allow actions
in accordance with ``any later FAA-approved revision of'' the service
information. The commenter noted that Boeing was considering issuing
updated service information to incorporate differences between the
service information and proposed AD.
We agree to clarify. We may not refer to any document that does not
yet exist. In general terms, we are required by Office of the Federal
Register (OFR) regulations to either publish the service document
contents as part of the actual AD language; or submit the service
document to the OFR for approval as referenced material, in which case
we may only refer to such material in the text of an AD. The AD may
refer to the service document only if the OFR approved it for
incorporation by reference. See 1 CFR part 51. To allow operators to
use later revisions of the referenced document (issued after
publication of the AD), either we must revise the AD to reference
specific later revisions, or operators must request approval to use
later revisions as an alternative method of compliance with this AD
under the provisions of paragraph (n) of this AD.
However, we note that Boeing has issued Boeing Alert Service
Bulletin B787-81205-SB270037-00, Issue 003, dated December 3, 2018.
This revised service information clarifies instructions and
requirements, revises the effectivity to account for part rotability
(which does not add airplanes to this AD, since we already included all
The Boeing Company Model 787 series airplanes in our applicability),
and corrects errors in certain part numbers. This new service
information does not include any new actions. We have revised this AD
to refer to Boeing Alert Service Bulletin B787-81205-SB270037-00, Issue
003, dated December 3, 2018, and revised paragraph (l) of this AD to
provide credit for actions performed using Boeing Alert Service
Bulletin B787-81205-SB270037-00, Issue 002, dated July 19, 2017. We
have also removed paragraphs (k)(2) and (k)(3) of the proposed AD, as
the revised service information makes them unnecessary, and revised the
language in paragraph (k)(1) of this AD based on the revised compliance
language in the new service information.
Request To Clarify Records Check
Oman Air, All Nippon Airways (ANA), and Xiamen Airlines requested
that we clarify the instructions related to the records check specified
in paragraph (g) of the proposed AD. The commenters noted that Boeing
Alert Service Bulletin B787-81205-SB270037-00, Issue 002, dated July
19, 2017, incorrectly lists the PCU remote electronics unit (REU)
assembly part number, rather than the PCU part number. The commenters
also noted that the part numbers of the PCU REU assembly are not
available on the airplane readiness log part list (ARL). ANA added that
the PCU REU assembly part number is written in ink and may no longer be
legible after extended periods on the airplane.
ANA and Xiamen Airlines added that the PCU part number cannot be
determined easily when the part is on the airplane, due to limited
clearance. ANA asked that the proposed AD be revised to allow using a
borescope inspection (BSI) tool to determine the aileron PCU part
number.
Oman Air suggested the applicability of the proposed AD be revised
to list only the airplanes having line numbers known to have been
delivered with affected parts. Oman Air added that the 787 illustrated
parts data (IPD) could be revised to prohibit the installation of the
affected parts on airplanes that were not delivered with affected
parts.
We agree to clarify. As noted earlier, we have revised this AD to
refer to Boeing Alert Service Bulletin B787-81205-SB270037-00, Issue
003, dated December 3, 2018. This service information includes the
affected PCU numbers and a note that allows the use of a BSI tool to
determine the aileron and elevator PCU part numbers.
We disagree with Oman Air's request to revise the applicability.
The affected PCUs are rotable parts, and we have determined that these
PCUs could later be installed on airplanes that were initially
delivered with acceptable PCUs, thereby subjecting those airplanes to
the unsafe condition. In addition, we do not control approval of the
IPD and cannot require Boeing to update this document. We have not
changed this AD regarding these issues.
Request To Extend the Compliance Time for Reporting
ANA and United Airlines (UAL) requested that we extend the
compliance time for reporting discrepant findings from 30 days to 60
days. ANA noted that the work is outsourced to a maintenance shop, and
it takes time to receive the results from that shop. UAL stated that
the serial number of the discrepant PCU is most easily found when the
PCU is removed from the airplane, which may take up to one month after
a leakage rate discrepancy is found. As an alternative, UAL suggested
that the 30-day compliance time for reporting could be counted from the
day the discrepant part is removed, rather than the day of the leakage
rate inspection.
We agree with the commenters' requests to extend the compliance
time for reporting for the reasons provided. We have revised paragraphs
(i)(1) and (i)(2) of this AD to require reporting within 60 days,
rather than 30 days.
Request To Clarify Reporting Requirement
UAL requested that we clarify whether reporting is required for
discrepant findings, if those findings were found during the
accomplishment of Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 001, dated September 27, 2016 (paragraph (l) of the proposed AD
allows credit for the actions specified in paragraph (g) of this AD if
they were accomplished using Boeing Alert Service Bulletin B787-81205-
SB270037-00, Issue 001, dated September 27, 2016), which does not
require reporting.
We agree to clarify. As specified in paragraph (l) of the proposed
AD, operators get credit for the actions specified in paragraph (g) of
this AD, if those actions were done previously. Therefore, if an
operator used Issue 001 of the service information (which does not
include reporting), they would not be able to take credit for the
reporting requirement as specified in paragraphs (g) and (i) of this
AD. As noted by
[[Page 17946]]
paragraph (i)(2) of this AD, reporting of discrepant findings is
required for inspections done before the effective date of this AD.
We have moved the text from paragraph (l) of the proposed AD to
paragraphs (l)(1) and (l)(2) of this AD. For clarity, we have also
added text to paragraph (l)(1) of this AD to specify that reporting
must still be done if Boeing Alert Service Bulletin B787-81205-
SB270037-00, Issue 001, dated September 27, 2016, was used.
Request To Clarify Whether Reporting Will Be Required in the Final Rule
CCA/AMECO requested that we clarify whether we intend to include
the reporting specified in the proposed AD as a requirement in this
final rule.
We agree to clarify. Paragraph (g) of this AD requires reporting,
among other actions, and paragraph (i) of this AD specifies the
compliance times for the reporting. As noted earlier, the compliance
time for this reporting has been extended from 30 days to 60 days in
this final rule.
Request To Define Discrepant Findings
American Airlines (AAL) requested that we clarify paragraph (i) of
the proposed AD to more clearly state what constitutes a ``discrepant''
finding that must be reported. AAL noted that the service information
and proposed AD do not define ``discrepant'', and stated that this
could lead to confusion regarding what needs to be reported.
We agree to clarify. As noted earlier, we have revised this AD to
refer to Boeing Alert Service Bulletin B787-81205-SB270037-00, Issue
003, dated December 3, 2018, which specifies reporting based on various
conditions. Those conditions are specified in the Accomplishment
Instructions of Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 003, dated December 3, 2018, with actions stating to ``report all
discrepant findings.'' We have not changed this AD regarding this
issue.
Request To Allow Installation of Non-Affected PCUs
ANA and AAL requested that the proposed AD be revised to allow the
installation of a ``non-affected'' PCU. ANA noted that Boeing Alert
Service Bulletin B787-81205-SB270037-00, Issue 002, dated July 19,
2017, states to replace certain PCUs with a serviceable PCU, but does
not allow installing non-affected PCUs having part number C99160-004.
AAL added that installation of improved non-affected parts is not
allowed by the proposed AD.
We agree with the commenters' requests. As stated earlier, we have
revised this final rule to refer to Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 003, dated December 3, 2018; among other
changes, this revision of the service information allows the
installation of non-affected PCUs.
Request To Correct Certain Part Numbers
ANA noted that the ``Spare Interchangeability'' column of Table 2
in Appendix D of Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 002, dated July 19, 2017, states that it lists the elevator PCU
part numbers, but it really lists the aileron PCU part numbers. We
infer that the commenter is asking us to correct this information.
We agree with the commenter's request. As stated earlier, we have
revised this final rule to refer to Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 003, dated December 3, 2018; among other
changes, this revision of the service information corrects the
specified part numbers.
Request To Clarify Leakage Levels for Different PCUs
Boeing requested that we revise the fourth paragraph under
``Differences Between Proposed AD and the Service Information'' of the
proposed AD. Boeing asked that text stating ``any leakage measured
during the detailed inspection of the aileron PCU or elevator PCU that
is more than 6 drops (or 9 drops, depending on the inspection) . . .''
be revised to state ``any leakage measured during the detailed
inspection that is more than 6 drops for the aileron PCU (or 9 drops
for the elevator PCU).'' Boeing requested a similar language revision
for the last sentence of that paragraph. Boeing stated that the
language in the NPRM was not clear and could cause confusion regarding
when repair or replacement is needed.
We acknowledge the commenter's request and agree that the proposed
language would provide clarity. However, the ``Differences Between
Proposed AD and the Service Information'' paragraph is not carried over
to this final rule. We note that the revised service information
clearly identifies the conditions that require repair or replacement.
We have not changed this AD in this regard.
Request To Clarify Hydraulic Fluid Leakage Levels Detected
Boeing requested that we revise the Discussion sentence of the
proposed AD to remove the word ``excessive'' when referring to
hydraulic fluid leakage levels. Boeing noted that the reported in-
service events found only minor leakage, not excessive leakage. Boeing
added that the actions in the proposed AD are intended to prevent
excessive leakage.
We acknowledge the commenter's request and agree that the proposed
language would provide clarity. However, the sentence in question is
not carried over to this final rule. We have not changed this final
rule in this regard.
Request To Clarify Terminating Action
Boeing requested that we revise paragraph (h) of the proposed AD to
specify that removal ``and replacement'' of all affected PCUs ``with
unaffected PCUs'' terminates the requirements of paragraph (g) of this
AD until an affected PCU is installed, ``then the requirements of
paragraph (g) are again required.'' Boeing suggested that revising the
language to add the quoted text would help to clarify that replacement
with an affected PCU would require operators to perform inspections and
on-condition actions on that affected PCU.
We agree to clarify. As the commenter noted, if an affected PCU is
installed on an airplane, it is subject to inspections and on-condition
actions. Paragraph (j) of this AD specifies the conditions under which
an affected PCU may be installed on an airplane, including that the PCU
is inspected and all applicable on-condition actions are done as
specified in paragraph (g) of this AD, and discrepant findings are
reported as required by paragraph (g) of this AD at the applicable
times specified in paragraph (i) of this AD. We have revised paragraph
(h) of this AD to clarify that once an affected part is installed on an
airplane, the actions in paragraph (j) of this AD must be done on that
airplane.
Request To Clarify Interim Action
Boeing requested that we revise the Interim Action paragraph in the
NPRM to say ``the manufacturer may develop a modification'' instead of
``the manufacturer is currently developing a modification'' and ``if
this modification is developed'' instead of ``when this modification is
developed.'' Boeing noted that it is reviewing the potential for a
modification that may be able to address the identified unsafe
condition.
We agree with the commenter for the reasons stated. We have revised
the Interim Action paragraph of this final rule accordingly.
[[Page 17947]]
Request To Revise Applicability
Boeing requested that we revise the applicability of our proposed
AD from ``all The Boeing Company Model 787 series airplanes'' to ``all
The Boeing Company Model 787-8 and 787-9 airplanes.'' Boeing stated
that the approved type design allows installation of affected PCUs on
only Model 787-8 and 787-9 airplanes, not on Model 787-10 airplanes.
We disagree with the commenter's request. As noted in the proposed
AD, the affected PCUs are rotable parts. Although they are not part of
the approved type design, the affected PCUs could be physically
installed on Model 787-10 airplanes. Therefore, we included these
models in our applicability to ensure the unsafe condition is addressed
if an affected PCU is installed on a Model 787-10 airplane. We have not
changed this AD regarding this issue.
Request To Revise Certain Inspection Times
Oman Air requested that paragraph (j)(1) of the proposed AD be
revised to revise the requirement to inspect an affected PCU ``after
installation and before further flight'' if the PCU is a repaired or
overhauled unit coming from an authorized shop. Oman Air suggested that
for units removed from airplanes in a serviceable condition, then
reinstalled, the initial inspection for such PCUs be required within
6,000 flight hours after the last inspection, rather than before
further flight.
We disagree with the commenter's request. Affected PCUs are subject
to the unsafe condition described in this AD. The repair or overhaul
may have been unrelated to the unsafe condition, so an inspection
before further flight is necessary to ensure that a PCU with
unacceptable levels of hydraulic leakage is not installed on an
airplane affected by this AD. We have not changed this AD regarding
this issue.
Request To Clarify Provisions of Parts Installation Limitations
Oman Air requested that we provide clarification on paragraph (j)
of the proposed AD. Oman Air asked if an affected but serviceable PCU
is installed during unscheduled maintenance, would that PCU only need
to be inspected and tested before further flight (rather than
repetitively as specified in paragraph (g) of the proposed AD). The
commenter noted that in order to determine which actions are applicable
for a given airplane, an operator must know the part number and
condition of both the replaced PCU and the other PCU on that surface
(aileron or elevator). Oman Air noted that the inspection requirements
and on-condition actions for the replacement PCU are conditional based
on the leak test results of the other PCU on that surface.
We agree to clarify. Paragraph (j) of this AD is intended to allow
operators to install an affected PCU, provided it is inspected as
required by paragraph (g) of this AD after installation and prior to
flight. An affected PCU installed as specified in paragraph (j) of this
AD is subject to the repetitive inspections and applicable on-condition
actions required by paragraph (g) of this AD, and the reporting
required by paragraph (g) of this AD that must be done at the
applicable times specified in paragraph (i) of this AD. As the
commenter noted, in order to comply with paragraph (g) of this AD, an
operator must know the part number of both PCUs on a given surface, as
well as the status of any applicable leakage tests on each PCU. We have
clarified the language in the introductory text of paragraph (j) and in
paragraphs (j)(1) and (j)(2) of this AD.
Request To Prohibit Installation of Affected PCUs
AAL requested that we revise paragraph (j) of the proposed AD to
not allow the installation of an affected PCU. AAL suggested that if
installing a single affected PCU in combination with unaffected PCUs
presents a significant enough unsafe condition to require repetitive
inspections of the affected PCU, then we should prohibit the
installation of affected PCUs.
We disagree with the request. The provisions in paragraph (j) of
this AD allowing the installation of affected PCUs, provided
inspections and on-condition actions are done on the PCUs, are intended
to provide flexibility to operators while ensuring an acceptable level
of safety. A configuration with a mix of affected and unaffected PCUs
is acceptable provided the actions in paragraphs (j)(1) and (j)(2) of
this AD are done. The intent of this AD is to address the identified
unsafe condition for PCUs subject to the noted hydraulic fluid leakage
while those parts are used in service. We have not changed this AD
regarding this issue.
Request To Allow Installation of One Unaffected PCU To Terminate
Inspections
AAL requested that we revise the proposed AD to allow the
installation of one unaffected PCU on a control surface to terminate
the inspections required by paragraph (g) of the proposed AD. AAL
stated that it understands the unsafe condition happens only when both
PCUs are leaking hydraulic fluid due to damage incurred by a lightning
strike. AAL added that the improved, unaffected PCUs include measures
to eliminate the lightning strike damage concern.
We disagree with the commenter's request. This AD is considered
interim action intended to address the unsafe condition. Allowing the
installation of one unaffected PCU to terminate the repetitive
inspections and on-condition actions on the affected PCU would not
adequately address the unsafe condition. The actions required by this
AD will remove the affected parts from service or mitigate the unsafe
condition. If the manufacturer develops a modification that will
address the unsafe condition identified in this AD, we might consider
additional rulemaking. We have not changed this AD regarding this
issue.
Request To Clarify Part Number Identification Technique
ANA requested that we clarify whether certain methods of
identifying affected part numbers are acceptable for compliance with
the proposed AD. ANA noted that on its airplanes, the part number of
the PCU is written in permanent marker and may not be legible after
extensive time on the airplane. ANA noted that Boeing Alert Service
Bulletin B787-81205-SB270037-00, Issue 003, dated December 3, 2018,
states to inspect the elevator and aileron PCU part numbers in
accordance with certain tasks. ANA added that related appendixes list
both the PCU part numbers and the PCU assembly part numbers; the
assembly part numbers are stamped on identification or mod plates, and
can be easily found and read. ANA also noted that Boeing Alert Service
Bulletin B787-81205-SB270037-00, Issue 003, dated December 3, 2018,
added a note stating that a records review is acceptable for parts
identification of the PCU part number, but the service information did
not state whether the PCU assembly part number is an acceptable means
of identifying affected parts. ANA asked if it is acceptable to use the
PCU assembly part numbers for identification of affected parts, or if
it would have to request an alternative method of compliance (AMOC) to
do so. ANA also asked if using a records check to identify the PCU
assembly part numbers would be allowed without obtaining an AMOC.
We agree to clarify. The intent of Boeing Alert Service Bulletin
B787-81205-SB270037-00, Issue 003, dated December 3, 2018, is to allow
flexibility
[[Page 17948]]
in determining the PCU part numbers. We have added paragraph (k)(2) to
this AD to specify that using the PCU assembly part number identified
in the applicable Appendix of Boeing Alert Service Bulletin B787-81205-
SB270037-00, Issue 003, dated December 3, 2018, is acceptable to
determine if the PCU is an affected part; the PCU or PCU assembly part
number may be determined through an inspection or records check.
Request To Clarify Compliance Time
CCA/AMECO requested that we provide clarification regarding the
compliance time for the actions specified in paragraph (g) of the
proposed AD. The commenter noted that it has several airplanes that
have exceeded the initial compliance times noted in Boeing Alert
Service Bulletin B787-81205-SB270037-00, Issue 003, dated December 3,
2018.
We agree to clarify. Paragraph (k)(1) of this AD provides relief to
the compliance times in the service bulletin by allowing times to be
counted from the effective date of this AD instead of from ``the Issue
002 date of this service bulletin.''
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this final rule with the changes described previously and minor
editorial changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this final
rule.
Related Service Information Under 1 CFR Part 51
We reviewed Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 003, dated December 3, 2018. The service information describes
procedures for an inspection or records check to inspect for certain
parts, detailed inspections for external leakage of the aileron and
elevator PCUs, reporting of PCUs with discrepant leakage, and
replacement if necessary. This service information is reasonably
available because the interested parties have access to it through
their normal course of business or by the means identified in the
ADDRESSES section.
Interim Action
We consider this AD interim action. The manufacturer may develop a
modification that will address the unsafe condition identified in this
AD. If this modification is developed, approved, and available, we
might consider additional rulemaking.
Costs of Compliance
We estimate that this AD affects 82 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections.................... Up to 20 work-hours x $0 Up to $1,700 per Up to $139,400 per
$85 per hour = $1,700 inspection cycle. inspection cycle.
per inspection cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary reporting that
would be required. We have no way of determining the number of aircraft
that might need these reports:
Estimated Costs of On-Condition Actions
------------------------------------------------------------------------
Cost per
Labor cost Parts cost product
------------------------------------------------------------------------
1 work-hour x $85 per hour = $85...... $0 $85
------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for the records check or certain on-condition actions
specified in this AD.
According to the manufacturer, some or all of the costs of this AD
may be covered under warranty, thereby reducing the cost impact on
affected individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to 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 control
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in
the Costs of Compliance section of this document and includes time for
reviewing instructions, as well as completing and reviewing the
collection of information. Therefore, all reporting associated with
this AD is 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.
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
[[Page 17949]]
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 and
associated appliances to the Director of the System Oversight Division.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2019-06-13 The Boeing Company: Amendment 39-19611 ; Docket No. FAA-
2017-1241; Product Identifier 2017-NM-117-AD.
(a) Effective Date
This AD is effective June 3, 2019.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company Model 787 series
airplanes, certificated in any category.
(d) Subject
Air Transport Association (ATA) of America Code 27, Flight
Controls.
(e) Unsafe Condition
This AD was prompted by reports of hydraulic leakage caused by
damage to aileron and elevator actuators from lightning strikes. We
are issuing this AD to address hydraulic leakage in aileron and
elevator power control units (PCUs), which, when coupled with an
independent subsequent loss of two hydraulic systems, could result
in an inability to maintain aileron or elevator actuator stiffness
and lead to airplane control surface oscillations, which could
damage the control surfaces and cause reduced controllability of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as required by paragraphs (i) and (k) of this AD: For
airplanes with an original certificate of airworthiness or original
export certificate of airworthiness issued on or before the
effective date of this AD, at the applicable times specified in
paragraph 5, ``Compliance,'' of Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 003, dated December 3, 2018, do all
applicable actions identified as ``RC'' (required for compliance)
in, and in accordance with, the Accomplishment Instructions of
Boeing Alert Service Bulletin B787-81205-SB270037-00, Issue 003,
dated December 3, 2018.
(h) Terminating Action
Removal of all affected PCUs, as identified in Boeing Alert
Service Bulletin B787-81205-SB270037-00, Issue 003, dated December
3, 2018, terminates the requirements of paragraph (g) of this AD
until an affected PCU is installed. Once an affected PCU is
installed on an airplane, the actions specified in paragraph (j) of
this AD must be done on that airplane.
(i) Reporting Compliance Times
Where Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 003, dated December 3, 2018, specifies to submit a report of
discrepant findings, this AD requires submitting reports at the
applicable times specified in paragraphs (i)(1) and (i)(2) of this
AD.
(1) If the inspection was done on or after the effective date of
this AD: Submit the report within 60 days after the inspection.
(2) If the inspection was done before the effective date of this
AD: Submit the report within 60 days after the effective date of
this AD.
(j) Parts Installation Limitation
For all Model 787 series airplanes: As of the effective date of
this AD, an affected PCU, as identified in Boeing Alert Service
Bulletin B787-81205-SB270037-00, Issue 003, dated December 3, 2018,
may be installed provided the conditions specified in paragraphs
(j)(1), (j)(2), and, as applicable, (j)(3) of this AD are met.
Thereafter, comply with the actions required by paragraph (g) of
this AD.
(1) The PCU is inspected as specified in paragraph (g) of this
AD after installation and before further flight.
(2) All applicable on-condition actions are done before further
flight.
(3) A report is submitted as required by paragraph (g) of this
AD at the applicable time specified in paragraph (i) of this AD.
(k) Exception to Service Information Specifications
(1) For purposes of determining compliance with the requirements
of this AD, Where Boeing Alert Service Bulletin B787-81205-SB270037-
00, Issue 003, dated December 3, 2018, uses ``the Issue 002 date of
this service bulletin,'' this AD requires using ``the effective date
of this AD.''
(2) Where Boeing Alert Service Bulletin B787-81205-SB270037-00,
Issue 003, dated December 3, 2018, refers to an inspection or
records check to determine the PCU part number and refers to an
Appendix for affected PCU part numbers, this AD also allows using
the PCU assembly part number identified in the applicable Appendix
to determine if the PCU is an affected part.
(l) Credit for Previous Actions
(1) This paragraph provides credit for the actions specified in
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 001, dated September 27, 2016. Since
reporting is not specified in Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 001, dated September 27, 2016, submit
reports as required by paragraph (g) of this AD at the applicable
times specified in paragraph (i) of this AD.
(2) This paragraph provides credit for the actions specified in
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using Boeing Alert Service Bulletin B787-
81205-SB270037-00, Issue 002, dated July 19, 2017.
(m) 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
[[Page 17950]]
information collection is 2120-0056. Public reporting for this
collection of information is estimated to be approximately 1 hour
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.
(n) 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 (o)(1) 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, FAA, to make those findings. To be
approved, the repair method, modification deviation, or alteration
deviation must meet the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) For service information that contains steps that are labeled
as RC, the provisions of paragraphs (n)(4)(i) and (n)(4)(ii) of this
AD apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. If a step or substep is labeled ``RC Exempt,'' then the
RC requirement is removed from that step or substep. An AMOC is
required for any deviations to RC steps, including substeps and
identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(o) Related Information
(1) For more information about this AD, contact Kelly McGuckin,
Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax:
206-231-3546; email: [email protected].
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (p)(3) and (p)(4) 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.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Service Bulletin B787-81205-SB270037-00, Issue
003, dated December 3, 2018.
(ii) [Reserved]
(3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; internet https://www.myboeingfleet.com.
(4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call
206-231-3195.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Des Moines, Washington, on April 1, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2019-08536 Filed 4-26-19; 8:45 am]
BILLING CODE 4910-13-P
