Airworthiness Directives; The Boeing Company Airplanes, 47334-47336 [2022-16606]

Download as PDF 47334 Federal Register / Vol. 87, No. 148 / Wednesday, August 3, 2022 / Rules and Regulations Conclusion This action affects only a certain novel or unusual design feature on one model of airplane. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. Authority Citation The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702, 44704. The Special Conditions Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type certification basis for Dassault Aviation Model Falcon 6X Airplane. lotter on DSK11XQN23PROD with RULES1 Design Speed Definition (a) In lieu of compliance with 14 CFR 25.335(b)(1), if the flight-control system includes functions that act automatically to initiate recovery before the end of the 20 second period specified in § 25.335(b)(1), VD/MD must be determined from the greater of the speeds resulting from conditions (a) and (b) below. The speed increase occurring in these maneuvers may be calculated, if reliable or conservative aerodynamic data are used. (1) From an initial condition of stabilized flight at VC/MC, the airplane is upset so as to take up a new flight path 7.5 degrees below the initial path. The pilot implements a control application to try to maintain this new flight path up to full authority. Twenty seconds after initiating the upset, manual recovery is made at a load factor of 1.5 g (0.5 acceleration increment), or such greater load factor the system automatically applies with the pilot’s pitch control neutral. Power, as specified in § 25.175(b)(1)(iv), is assumed until the pilot initiates a recovery, at which time power reduction and the use of pilot-controlled drag devices may be used. (2) From a speed below VC/MC, with power to maintain stabilized level flight at this speed, the airplane is upset so as to accelerate through VC/MC at a flight path 15 degrees below the initial path (or at the steepest nose-down attitude that the system will permit with full control authority if less than 15 degrees). The pilot’s controls may be in the neutral position after reaching VC/ MC and before recovery is initiated. Three seconds after a high-speed warning system annunciation, the pilot VerDate Sep<11>2014 17:44 Aug 02, 2022 Jkt 256001 may initiate recovery by applying a load of 1.5g (0.5 acceleration increment), or such greater load factor that is automatically applied by the system with the pilot’s pitch control neutral. Power may be reduced simultaneously. All other means of decelerating the airplane, the use of which is authorized up to the highest speed reached in the maneuver, may be used. The interval between successive pilot actions must not be less than one second. (b) The applicant must also demonstrate that the speed margin, established as above, will not be exceeded in inadvertent, or gust induced, upsets resulting in initiation of the dive from non-symmetric attitudes, unless the flight-control laws protect the airplane from getting into nonsymmetric upset conditions. The upset maneuvers described in Advisory Circular 25–7D, ‘‘Flight Test Guide For Certification of Transport Category Airplanes,’’ paragraphs 10.2.3.3.1 and 10.2.3.3.3, paragraphs c.(3)(a) and (c) may be used to comply with this requirement. (c) Any failure of the high-speed protection system that would result in an airspeed exceeding those determined by conditions (a) and (b), above, must have a probability of occurrence of less than 1E–5 per flight hour. (d) Failures of the system must be annunciated to the pilots. Flight manual instructions must be provided that reduce the maximum operating speeds, VMO/MMO. The operating speed must be reduced to a value that maintains a speed margin between VMO/MMO and VD/MD that is consistent with showing compliance with § 25.335(b) without the benefit of the high-speed protection system. (e) Dispatch of the airplane with the high-speed protection system inoperative could be allowed under an approved minimum equipment listing that would require flight manual instructions to indicate reduced maximum operating speeds, as described in condition (d), above. In addition, the cockpit display of the reduced operating speeds, and the overspeed warning for exceeding those speeds, must be equivalent to that of the normal airplane with the high-speed protection system operative. It must also be shown that no additional hazards are introduced with the high-speed protection system inoperative. PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 Issued in Kansas City, Missouri, on July 20, 2022. Patrick R. Mullen, Manager, Technical Innovation Policy Branch, Policy and Innovation Division, Aircraft Certification Service. [FR Doc. 2022–16558 Filed 8–2–22; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2022–0880; Project Identifier AD–2022–00620–T; Amendment 39–22126; AD 2022–15–06] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 777 airplanes. This AD was prompted by high electrical resistance within the gust suppression sensor (GSS) transorb modules due to corrosion on the transorb module threads. This AD requires disconnecting the connectors and capping and stowing the wires that had been attached to the affected transorb modules. The FAA is issuing this AD to address the unsafe condition on these products. DATES: This AD is effective August 18, 2022. The FAA must receive comments on this AD by September 19, 2022. 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: Examining the AD Docket You may examine the AD docket at https://www.regulations.gov by searching for and locating Docket No. E:\PICKUP\03AUR1.SGM 03AUR1 Federal Register / Vol. 87, No. 148 / Wednesday, August 3, 2022 / Rules and Regulations FAA–2022–0880; 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, any comments received, and other information. The street address for the Docket Operations is listed above. FOR FURTHER INFORMATION CONTACT: Joe Salameh, Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231– 3536; email: Joe.Salameh@faa.gov. SUPPLEMENTARY INFORMATION: Background During scheduled maintenance inspection, high electrical resistance was found across the GSS transorb modules. The most likely cause of the high resistance is corrosion over time of the transorb threads. High electrical resistance in both transorb modules, if not addressed, can result in two actuator control electronics (ACEs), which are part of the flight control system, being exposed to damaging lightning transient voltages in excess of the qualification levels, potentially inducing erroneous or oscillatory outputs to flight control surfaces, which could result in loss of control of the airplane. The FAA is issuing this AD to address the unsafe condition on these products. The gust suppression function on the Boeing Model 777 airplanes is a nonessential feature of the essential flight control system. The gust suppression function provides a minor improvement to ride quality during lateral wind gusts at low airspeeds. The actions required by this AD disable the non-essential gust suppression function, which does not affect the safety of flight. FAA’s Determination The FAA is issuing this AD because the agency has determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. lotter on DSK11XQN23PROD with RULES1 AD Requirements This AD requires disconnecting the connectors from the affected transorbs and capping and stowing those wires. Interim Action The FAA considers this AD to be an 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, VerDate Sep<11>2014 17:44 Aug 02, 2022 Jkt 256001 and available, the FAA might consider additional rulemaking. Justification for Immediate Adoption and Determination of the Effective Date Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 U.S.C. 551 et seq.) authorizes agencies to dispense with notice and comment procedures for rules when the agency, for ‘‘good cause,’’ finds that those procedures are ‘‘impracticable, unnecessary, or contrary to the public interest.’’ Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance. Further, section 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause. 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 forgoing notice and comment prior to adoption of this rule because failed electrical bonds in both transorb module lightning protection devices can cause two ACEs to be exposed to damaging lightning transient voltages. The failure mode of the transorb module is latent, and therefore is not annunciated to the operator. Damaging lightning transient voltages in excess of the qualification levels could induce erroneous or oscillatory outputs to control surfaces and result in loss of control of the airplane. Accordingly, notice and opportunity for prior public comment are impracticable and contrary to the public interest pursuant to 5 U.S.C. 553(b)(3)(B). In addition, the FAA finds that good cause exists pursuant to 5 U.S.C. 553(d) for making this amendment effective in less than 30 days, for the same reasons the FAA found good cause to forgo notice and comment. Comments Invited The FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under ADDRESSES. Include Docket No. FAA–2022–0880 and Project Identifier AD–2022–00620– T at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data. PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 47335 The FAA will consider all comments received by the closing date and may amend this final rule because of those comments. Except for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to https:// www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule. Confidential Business Information CBI is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as ‘‘PROPIN.’’ The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Joe Salameh, Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231– 3536; email: Joe.Salameh@faa.gov. Any commentary that the FAA receives that is not specifically designated as CBI will be placed in the public docket for this rulemaking. Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. Costs of Compliance The FAA estimates that this AD affects 279 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: E:\PICKUP\03AUR1.SGM 03AUR1 47336 Federal Register / Vol. 87, No. 148 / Wednesday, August 3, 2022 / Rules and Regulations ESTIMATED COSTS Action Labor cost Disconnecting connectors, capping and stowing wires. 3 work-hours × $85 per hour = $255 ............. 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. The FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: General requirements. Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, and (2) Will not affect intrastate aviation in Alaska. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. lotter on DSK11XQN23PROD with RULES1 The Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. VerDate Sep<11>2014 17:44 Aug 02, 2022 Jkt 256001 § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: ■ 2022–15–06 The Boeing Company: Amendment 39–22126; Docket No. FAA–2022–0880; Project Identifier AD– 2022–00620–T. (a) Effective Date This airworthiness directive (AD) is effective August 18, 2022. (b) Affected ADs None. (c) Applicability This AD applies to all The Boeing Company Model 777–200, 777–200LR, 777– 300, 777–300ER, and 777F 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 high electrical resistance within the gust suppression sensor (GSS) transorb modules due to corrosion on the transorb threads. The FAA is issuing this AD to address high electrical resistance in both transorb modules, which can result in two actuator control electronics (ACEs) being exposed to damaging lightning transient voltages in excess of the qualification levels, potentially inducing erroneous or oscillatory outputs to flight control surfaces, and result in loss of control of the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Disconnect, Cap, and Stow Transorb Module Connectors At the later of the times specified in paragraphs (g)(1) and (2) of this AD: Disconnect the connectors and cap and stow the wires to bundles/connectors W7314/ D02006P and W7579/D02005P from the transorb module part numbers CLPT–12SP– 06, –07, and –67. Note 1 to the introductory text of paragraph (g): Guidance on locating wire bundles/connectors W7314/D02006P and W7579/D02005P can be found in Section 05– 55–43 of the Boeing 777 airplane maintenance manual. Note 2 to the introductory text of paragraph (g): Guidance on capping and stowing the wires once they are disconnected can be found in Section 20–10–11 of the Boeing Standard Wiring Practices Manual. PO 00000 Frm 00006 Fmt 4700 Sfmt 9990 Cost per product Parts cost $0 $255 Cost on U.S. operators $71,145 (1) Before the accumulation of 75,000 total flight hours or 23,000 total flight cycles, whichever occurs first. (2) Within 3 months after the effective date of this AD. (h) 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 responsible Flight Standards 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 (i) 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 responsible Flight Standards 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 Company 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. (i) Related Information For more information about this AD, contact Joe Salameh, Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231– 3536; email: Joe.Salameh@faa.gov. (j) Material Incorporated by Reference None. Issued on July 11, 2022. Gaetano A. Sciortino, Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–16606 Filed 8–1–22; 4:15 pm] BILLING CODE 4910–13–P E:\PICKUP\03AUR1.SGM 03AUR1

Agencies

[Federal Register Volume 87, Number 148 (Wednesday, August 3, 2022)]
[Rules and Regulations]
[Pages 47334-47336]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-16606]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0880; Project Identifier AD-2022-00620-T; 
Amendment 39-22126; AD 2022-15-06]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
The Boeing Company Model 777 airplanes. This AD was prompted by high 
electrical resistance within the gust suppression sensor (GSS) transorb 
modules due to corrosion on the transorb module threads. This AD 
requires disconnecting the connectors and capping and stowing the wires 
that had been attached to the affected transorb modules. The FAA is 
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective August 18, 2022.
    The FAA must receive comments on this AD by September 19, 2022.

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.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No.

[[Page 47335]]

FAA-2022-0880; 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, any comments received, and other information. 
The street address for the Docket Operations is listed above.

FOR FURTHER INFORMATION CONTACT: Joe Salameh, Aerospace Engineer, 
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South 
216th St., Des Moines, WA 98198; phone: 206-231-3536; email: 
[email protected].

SUPPLEMENTARY INFORMATION:

Background

    During scheduled maintenance inspection, high electrical resistance 
was found across the GSS transorb modules. The most likely cause of the 
high resistance is corrosion over time of the transorb threads. High 
electrical resistance in both transorb modules, if not addressed, can 
result in two actuator control electronics (ACEs), which are part of 
the flight control system, being exposed to damaging lightning 
transient voltages in excess of the qualification levels, potentially 
inducing erroneous or oscillatory outputs to flight control surfaces, 
which could result in loss of control of the airplane. The FAA is 
issuing this AD to address the unsafe condition on these products.
    The gust suppression function on the Boeing Model 777 airplanes is 
a non-essential feature of the essential flight control system. The 
gust suppression function provides a minor improvement to ride quality 
during lateral wind gusts at low airspeeds. The actions required by 
this AD disable the non-essential gust suppression function, which does 
not affect the safety of flight.

FAA's Determination

    The FAA is issuing this AD because the agency has 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 disconnecting the connectors from the affected 
transorbs and capping and stowing those wires.

Interim Action

    The FAA considers this AD to be an 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, the FAA might consider additional rulemaking.

Justification for Immediate Adoption and Determination of the Effective 
Date

    Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and 
comment procedures for rules when the agency, for ``good cause,'' finds 
that those procedures are ``impracticable, unnecessary, or contrary to 
the public interest.'' Under this section, an agency, upon finding good 
cause, may issue a final rule without providing notice and seeking 
comment prior to issuance. Further, section 553(d) of the APA 
authorizes agencies to make rules effective in less than thirty days, 
upon a finding of good cause.
    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 forgoing notice and comment prior to adoption of this rule 
because failed electrical bonds in both transorb module lightning 
protection devices can cause two ACEs to be exposed to damaging 
lightning transient voltages. The failure mode of the transorb module 
is latent, and therefore is not annunciated to the operator. Damaging 
lightning transient voltages in excess of the qualification levels 
could induce erroneous or oscillatory outputs to control surfaces and 
result in loss of control of the airplane. Accordingly, notice and 
opportunity for prior public comment are impracticable and contrary to 
the public interest pursuant to 5 U.S.C. 553(b)(3)(B).
    In addition, the FAA finds that good cause exists pursuant to 5 
U.S.C. 553(d) for making this amendment effective in less than 30 days, 
for the same reasons the FAA found good cause to forgo notice and 
comment.

Comments Invited

    The FAA invites you to send any written data, views, or arguments 
about this final rule. Send your comments to an address listed under 
ADDRESSES. Include Docket No. FAA-2022-0880 and Project Identifier AD-
2022-00620-T at the beginning of your comments. The most helpful 
comments reference a specific portion of the final rule, explain the 
reason for any recommended change, and include supporting data. The FAA 
will consider all comments received by the closing date and may amend 
this final rule because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
https://www.regulations.gov, including any personal information you 
provide. The agency will also post a report summarizing each 
substantive verbal contact received about this final rule.

Confidential Business Information

    CBI is commercial or financial information that is both customarily 
and actually treated as private by its owner. Under the Freedom of 
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public 
disclosure. If your comments responsive to this AD contain commercial 
or financial information that is customarily treated as private, that 
you actually treat as private, and that is relevant or responsive to 
this AD, it is important that you clearly designate the submitted 
comments as CBI. Please mark each page of your submission containing 
CBI as ``PROPIN.'' The FAA will treat such marked submissions as 
confidential under the FOIA, and they will not be placed in the public 
docket of this AD. Submissions containing CBI should be sent to Joe 
Salameh, Aerospace Engineer, Systems and Equipment Section, FAA, 
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 
206-231-3536; email: [email protected]. Any commentary that the FAA 
receives that is not specifically designated as CBI will be placed in 
the public docket for this rulemaking.

Regulatory Flexibility Act

    The requirements of the Regulatory Flexibility Act (RFA) do not 
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt 
a rule without prior notice and comment. Because the FAA has determined 
that it has good cause to adopt this rule without notice and comment, 
RFA analysis is not required.

Costs of Compliance

    The FAA estimates that this AD affects 279 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

[[Page 47336]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Disconnecting connectors, capping and   3 work-hours x $85 per                $0            $255         $71,145
 stowing wires.                          hour = $255.
----------------------------------------------------------------------------------------------------------------

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.
    The FAA is issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701: General requirements. 
Under that section, Congress charges the FAA with promoting safe flight 
of civil aircraft in air commerce by prescribing regulations for 
practices, methods, and procedures the Administrator finds necessary 
for safety in air commerce. This regulation is within the scope of that 
authority because it addresses an unsafe condition that is likely to 
exist or develop on products identified in this rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866, and
    (2) Will not affect intrastate aviation in Alaska.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

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:

2022-15-06 The Boeing Company: Amendment 39-22126; Docket No. FAA-
2022-0880; Project Identifier AD-2022-00620-T.

(a) Effective Date

    This airworthiness directive (AD) is effective August 18, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all The Boeing Company Model 777-200, 777-
200LR, 777-300, 777-300ER, and 777F 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 high electrical resistance within the 
gust suppression sensor (GSS) transorb modules due to corrosion on 
the transorb threads. The FAA is issuing this AD to address high 
electrical resistance in both transorb modules, which can result in 
two actuator control electronics (ACEs) being exposed to damaging 
lightning transient voltages in excess of the qualification levels, 
potentially inducing erroneous or oscillatory outputs to flight 
control surfaces, and result in loss of control of the airplane.

(f) Compliance

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

(g) Disconnect, Cap, and Stow Transorb Module Connectors

    At the later of the times specified in paragraphs (g)(1) and (2) 
of this AD: Disconnect the connectors and cap and stow the wires to 
bundles/connectors W7314/D02006P and W7579/D02005P from the transorb 
module part numbers CLPT-12SP-06, -07, and -67.
    Note 1 to the introductory text of paragraph (g): Guidance on 
locating wire bundles/connectors W7314/D02006P and W7579/D02005P can 
be found in Section 05-55-43 of the Boeing 777 airplane maintenance 
manual.
    Note 2 to the introductory text of paragraph (g): Guidance on 
capping and stowing the wires once they are disconnected can be 
found in Section 20-10-11 of the Boeing Standard Wiring Practices 
Manual.
    (1) Before the accumulation of 75,000 total flight hours or 
23,000 total flight cycles, whichever occurs first.
    (2) Within 3 months after the effective date of this AD.

(h) 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 responsible Flight Standards 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 (i) 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 responsible Flight Standards 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 Company 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.

(i) Related Information

    For more information about this AD, contact Joe Salameh, 
Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO 
Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206-231-
3536; email: [email protected].

(j) Material Incorporated by Reference

    None.

    Issued on July 11, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2022-16606 Filed 8-1-22; 4:15 pm]
BILLING CODE 4910-13-P
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