24354 Federal Register / Vol. 76, No. 84 / Monday, May 2, 2011 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0026; Directorate 

Identifier 2010–NM–104–AD; Amendment 

39–16673; AD 2011–09–11] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200 and –300 

Series Airplanes Equipped With Pratt 

and Whitney Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

repetitive inspections for hydraulic 

fluid contamination of the interior of the 

strut disconnect assembly; repetitive 

inspections for discrepancies of the 

interior of the strut disconnect 

assembly, if necessary; repetitive 

inspections of the exterior of the strut 

disconnect assembly for cracks, if 

necessary; and corrective action if 

necessary. This AD also provides an 

optional terminating action for the 

inspections. This AD was prompted by 

reports of system disconnect boxes that 

have been contaminated with hydraulic 

fluid and, in one incident, led to 

subsequent cracking of titanium parts in 

the system disconnect assembly. We are 

issuing this AD to detect and correct 

hydraulic fluid contamination, which 

can cause cracking of titanium parts in 

the system disconnect assembly, 

resulting in compromise of the engine 

firewall. A cracked firewall can allow 

fire in the engine area to enter the strut 

and can lead to an uncontained engine 

strut fire if flammable fluid is present. 

Cracking of the disconnect box may also 

reduce the effectiveness of the fire 

extinguishing system in the engine 

compartment and could contribute to an 

uncontained engine fire. In addition, a 

cracked disconnect box can leak 

flammable fluids into the engine core, 

which can initiate an engine fire, and 

lead to one or both fire conditions 

discussed above. 

DATES: This AD is effective June 6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 6, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Nguyen, Propulsion Branch, 

ANM–140S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; phone: 425–917–6501; fax: 

425–917–6590; e-mail: 

kevin.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to the 

specified products. That NPRM 

published in the Federal Register on 

January 20, 2011 (76 FR 3566). That 

NPRM proposed to require repetitive 

inspections for hydraulic fluid 

contamination of the interior of the strut 

disconnect assembly; repetitive 

inspections for discrepancies of the 

interior of the strut disconnect 

assembly, if necessary; repetitive 

inspections of the exterior of the strut 

disconnect assembly for cracks, if 

necessary; and corrective action if 

necessary. That NPRM also provided an 

optional terminating action for the 

inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

Boeing concurs with the NPRM. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 53 

airplanes of U.S. registry. We also 

estimate that it takes about 48 workhours per product to comply with this 

AD. The average labor rate is $85 per 

work-hour. Required parts cost about 

$122,617 per product. Based on these 

figures, we estimate the cost of this AD 

to the U.S. operators to be $6,714,941, 

or $122,697 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 76, No. 84 / Monday, May 2, 2011 / Rules and Regulations 24355 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–09–11 The Boeing Company: 

Amendment 39–16673; Docket No. 

FAA–2011–0026; Directorate Identifier 

2010–NM–104–AD. 

Effective Date 

(a) This AD is effective June 6, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 777–200 and –300 series 

airplanes, certificated in any category; 

equipped with Pratt and Whitney engines; as 

identified in Boeing Service Bulletin 777– 

54A0024, Revision 1, dated November 4, 

2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 54: Nacelles/Pylons. 

Unsafe Condition 

(e) This AD was prompted by reports of 

system disconnect boxes that have been 

contaminated with hydraulic fluid, in which 

one case a crack was found. We are issuing 

this AD to detect and correct hydraulic fluid 

contamination, which can cause cracking of 

titanium parts in the system disconnect 

assembly, resulting in compromise of the 

engine firewall. A cracked firewall can allow 

fire in the engine area to enter the strut and 

can lead to an uncontained engine strut fire 

if flammable fluid is present. Cracking of the 

disconnect box may also reduce the 

effectiveness of the fire extinguishing system 

in the engine compartment and could 

contribute to an uncontained engine fire. In 

addition, a cracked disconnect box can leak 

flammable fluids into the engine core, which 

can initiate an engine fire and lead to one or 

both fire conditions discussed above. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspections and Corrective Actions 

(g) Within 12 months after the effective 

date of this AD: Do a general visual 

inspection for hydraulic fluid contamination 

of the interior of the strut disconnect 

assembly, in accordance with Part 1 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–54A0024, Revision 1, 

dated November 4, 2010. 

(1) For airplanes on which no hydraulic 

fluid contamination is found (Condition 1): 

Repeat the general visual inspection required 

by paragraph (g) of this AD thereafter at 

intervals not to exceed 6,000 flight cycles or 

750 days, whichever occurs first. 

(2) For airplanes on which hydraulic fluid 

contamination is found (Condition 2): Before 

further flight, do a detailed inspection for 

discrepancies (e.g., hydraulic fluid coking, 

heat discoloration, cracks, and etching or 

pitting) of the interior of the strut disconnect 

assembly, in accordance with Part 2 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–54A0024, Revision 1, 

dated November 4, 2010. 

(i) For airplanes on which no discrepancy 

is found during the inspection required by 

paragraph (g)(2) of this AD (Condition 2A): 

Repeat the detailed inspection required by 

paragraph (g)(2) of this AD thereafter at 

intervals not to exceed 6,000 flight cycles or 

750 days, whichever occurs first. 

(ii) For airplanes on which hydraulic fluid 

coking or heat discoloration is found but no 

cracking, etching, or pitting is found during 

the inspection required by paragraph (g)(2) of 

this AD (Condition 2B): Do the actions 

required by paragraph (g)(2)(ii)(A) and 

(g)(2)(ii)(B) of this AD. 

(A) Within 300 flight cycles after doing the 

inspection required by paragraph (g)(2) of 

this AD: Do a detailed inspection of the 

exterior of the strut disconnect assembly for 

cracks, in accordance with Part 3 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–54A0024, Revision 1, 

dated November 4, 2010; and repeat the 

detailed inspection thereafter at intervals not 

to exceed 300 flight cycles. 

(B) Within 6,000 flight cycles or 750 days 

after hydraulic fluid coking and/or heat 

discoloration was found during the 

inspection required by paragraph (g)(2) of 

this AD, whichever occurs first: Replace the 

titanium system disconnect assembly with an 

Inconel system, in accordance with Part 4 of 

the Accomplishment Instructions of Boeing 

Service Bulletin 777–54A0024, Revision 1, 

dated November 4, 2010. 

(h) For airplanes on which any crack, 

etching, or pitting is found during any 

inspection required by paragraph (g)(2) or 

(g)(2)(ii)(A) of this AD (Condition 3): Before 

further flight, replace the titanium system 

disconnect assembly with an Inconel system, 

in accordance with Part 4 of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–54A0024, Revision 1, 

dated November 4, 2010. 

Optional Terminating Action 

(i) Replacing the titanium system 

disconnect assembly with an Inconel system 

disconnect assembly in accordance with Part 

4 of the Accomplishment Instructions of 

Boeing Service Bulletin 777–54A0024, 

Revision 1, dated November 4, 2010, 

terminates the actions required by this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(j) Actions accomplished before the 

effective date of this AD according to Boeing 

Alert Service Bulletin 777–54A0024, dated 

April 1, 2010, are considered acceptable for 

compliance with the corresponding actions 

specified in this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

Related Information 

(l) For more information about this AD, 

contact Kevin Nguyen, Propulsion Branch, 

ANM–140S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; phone: 425–917–6501; fax: 425–917– 

6590; e-mail: kevin.nguyen@faa.gov. 

Material Incorporated by Reference 

(m) You must use Boeing Service Bulletin 

777–54A0024, Revision 1, dated November 4, 

2010, to do the actions required by this AD, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. 


jlentini on DSKJ8SOYB1PROD with RULES
24356 Federal Register / Vol. 76, No. 84 / Monday, May 2, 2011 / Rules and Regulations 

Issued in Renton, Washington, on April 12, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–9674 Filed 4–29–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0035; Directorate 

Identifier 2010–NM–110–AD; Amendment 

39–16672; AD 2011–09–10] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–601, B4–603, B4–605R, C4– 

605R Variant F, and F4–605R 

Airplanes, and A310–204 and –304 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Airbus, in the frame of the Extended 

Service Goal (ESG) exercise, has 

demonstrated by post-certification analysis 

that, among the types of yokes in service, one 

component on the CF6–80C2 forward engine 

mounts (skinny cast yoke) does not meet the 

Design Service Goal (DSG) requirements. 

This condition, if not corrected, could result 

in a deterioration of the structural integrity 

of the forward engine mount. 

* * * * * 

The unsafe condition is possible 

separation of the engine from the engine 

mount during flight. We are issuing this 

AD to require actions to correct the 

unsafe condition on these products. 

DATES: This AD becomes effective June 

6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 6, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on February 1, 2011 (76 FR 

5507). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Airbus, in the frame of the Extended Service 

Goal (ESG) exercise, has demonstrated by 

post-certification analysis that, among the 

types of yokes in service, one component on 

the CF6–80C2 forward engine mounts 

(skinny cast yoke) does not meet the Design 

Service Goal (DSG) requirements. 

This condition, if not corrected, could result 

in a deterioration of the structural integrity 

of the forward engine mount. 

For the reasons described above, this AD 

requires operators to [perform an inspection 

to determine the part number of the forward 

engine mount skinny cast yokes,] perform a 

one time [detailed] inspection [for rupture] of 

the forward engine mount skinny cast yokes 

Part Number (P/N) 9383M43G08, 

9383M43G09, 9383M43G10 and 

9383M43G11 of GE CF6–80C2 powered 

aeroplanes and to replace the affected skinny 

cast yokes with forged yokes. 

Upon replacement of the skinny cast yoke, 

the General Electric CF6–80C2 Service 

Bulletin (SB) 72–0222 [installation of a 

redesigned forward engine mount system] 

must be completed as a prerequisite. 

The unsafe condition is possible 

separation of the engine from the engine 

mount during flight. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

FedEx supports the NPRM. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

53 products of U.S. registry. We also 

estimate that it will take about 10 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $45,050, or $850 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 608 work-hours and require parts 

costing $322,000, for a cost of $373,680 

per product. We have no way of 

determining the number of products 

that may need these actions. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 


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