This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

129 

Vol. 84, No. 13 

Friday, January 18, 2019 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2018–1066; Product 

Identifier 2018–NM–176–AD; Amendment 

39–19540; AD 2019–01–01] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for The 

Boeing Company Model 787–8 airplanes 

powered by Rolls-Royce plc (RR) Trent 

1000–A (including –A/01 and –A/01A), 

Trent 1000–AE (including –AE/01A), 

Trent 1000–C (including –C/01 and –C/ 

01A), Trent 1000–CE (including –CE/ 

01A), Trent 1000–D (including –D/01 

and –D/01A), Trent 1000–E (including 

–E/01 and –E/01A), Trent 1000–G 

(including –G/01 and –G/01A), and 

Trent 1000–H (including –H/01 and H/ 

01A) turbofan engines. This AD requires 

revising the airplane flight manual 

(AFM) to limit extended operations 

(ETOPS). This AD was prompted by a 

report from the engine manufacturer 

indicating that after an engine failure, 

prolonged operation at high thrust 

settings on the remaining engine during 

an ETOPS diversion may result in 

failure of the remaining engine before 

the diversion can be safely completed. 

We are issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective February 4, 

2019. 

We must receive comments on this 

AD by March 4, 2019. 

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 

http://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 on 

the internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2018– 

1066; or in person at Docket Operations 

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

through Friday, except Federal holidays. 

The AD docket contains this final rule, 

the regulatory evaluation, any 

comments received, and other 

information. The street address for 

Docket Operations (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Rebel Nichols, Aerospace Engineer, 

Propulsion Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3556; email: Rebel.Nichols@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued AD 2018–09–05, 

Amendment 39–19261 (83 FR 18208, 

April 26, 2018) (‘‘AD 2018–09–05’’), to 

address an unsafe condition identified 

on Boeing Model 787–8 and 787–9 

airplanes powered by RR Trent 1000 

Package C engines. The Package C 

engines are RR Trent 1000–A2, Trent 

1000–AE2, Trent 1000–C2, Trent 1000– 

CE2, Trent 1000–D2, Trent 1000–E2, 

Trent 1000–G2, Trent 1000–H2, Trent 

1000–J2, Trent 1000–K2, and Trent 

1000–L2 turbofan engines. AD 2018–09– 

05 was prompted by a report from the 

engine manufacturer that intermediate 

pressure compressor (IPC) stage 2 blades 

have a resonant frequency that is 

excited by the airflow conditions 

existing in the engine during operation 

at high thrust settings under certain 

temperature and altitude conditions. 

We determined that the resultant 

blade vibration can result in cumulative 

fatigue damage that can cause blade 

failure and consequent engine in-flight 

shutdown. In the event of a single 

engine in-flight shutdown during the 

cruise phase of flight, thrust on the 

remaining engine is normally increased 

to maximum continuous thrust (MCT). 

During a diversion following a single 

engine shutdown under an ETOPS 

flight, the remaining engine may operate 

at MCT for a prolonged period, during 

which the IPC stage 2 blades would be 

exposed to the resonant frequency 

condition. Therefore, an ETOPS 

diversion will put the remaining engine 

at an operating condition that would 

significantly increase the likelihood of 

failure of the remaining engine. In 

addition, if the remaining engine 

already had cracked IPC stage 2 blades, 

the likelihood of the remaining engine 

failing before a diversion can be safely 

completed will further increase. 

The issue associated with IPC blade 

vibration due to a resonant frequency as 

described above was determined to exist 

on Boeing Model 787–8 airplanes 

powered by RR Trent 1000 Package B 

engines. The Package B engines are RR 

Trent 1000–A (including –A/01 and –A/ 

01A), Trent 1000–AE (including –AE/ 

01A), Trent 1000–C (including –C/01 

and –C/01A), Trent 1000–CE (including 

–CE/01A), Trent 1000–D (including –D/ 

01 and –D/01A), Trent 1000–E 

(including –E/01 and –E/01A), Trent 

1000–G (including –G/01 and –G/01A), 

and Trent 1000–H (including –H/01 and 

H/01A) turbofan engines. The engine 

manufacturer assessed available data 

and determined that the IPC blade 

vibration due to a resonant frequency 

for the Package B engines is less severe 

than that for the Package C engines, but 

it is still an unsafe condition that must 

be addressed by AD action on Boeing 

Model 787–8 airplanes powered by the 

RR Trent 1000 Package B engines during 

an ETOPS diversion. 

The Package B engines have been 

certified for installation on Boeing 

Model 787–8 airplanes. Furthermore, 

Boeing Model 787–8 airplanes have 

been certified for intermixed engine 

installation, where a Package B engine 

is installed with a Package C or a Trent 

1000–TEN engine, for certain thrust 

ratings. The RR Trent 1000–TEN 

engines have a numeral ‘‘3’’ at the end 

of the model number (e.g., Trent 1000– 


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130 Federal Register / Vol. 84, No. 13 / Friday, January 18, 2019 / Rules and Regulations 

AE3). When a 787–8 airplane has an 

intermix engine configuration where a 

Package B engine is installed with a 

non-Package B engine, ETOPS 

limitations associated with the nonPackage B engine also apply. In this 

case, the airplane must be operated in 

a manner that satisfies all applicable 

ETOPS limitations. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires revising the AFM to 

limit ETOPS. 

Interim Action 

This AD is interim action. The 

manufacturer is currently developing a 

modification that will address the 

unsafe condition identified in this AD. 

Once this modification is developed, 

approved, and available, we might 

consider additional rulemaking. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies waiving notice 

and comment prior to adoption of this 

rule because after an engine failure, 

prolonged operation at high thrust 

settings on the remaining engine during 

an ETOPS diversion may result in 

failure of the remaining engine before 

the diversion can be safely completed; 

unrecoverable thrust loss on both 

engines could lead to a forced landing. 

Additionally, there are currently no 

domestic operators of this product. We 

find good cause that notice and 

opportunity for prior public comment 

are impracticable and unnecessary. In 

addition, for the reasons stated above, 

we find that good cause exists for 

making this amendment effective in less 

than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under the ADDRESSES

section. Include the docket number 

FAA–2018–1066 and Product Identifier 

2018–NM–176–AD at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this final rule. We will 

consider all comments received by the 

closing date and may amend this final 

rule because of those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this final rule. 

Costs of Compliance 

Currently, there are no affected U.S.- 

registered airplanes. If an affected 

airplane is imported and placed on the 

U.S. Register in the future, we provide 

the following cost estimates to comply 

with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

AFM revisions .......................... 1 work-hour × $85 per hour = $85 ................................................................... $0 $85 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes 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 

■ 1. The authority citation for part 39 

continues to read as follows: 

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


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Federal Register / Vol. 84, No. 13 / Friday, January 18, 2019 / Rules and Regulations 131 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2019–01–01 The Boeing Company: 

Amendment 39–19540; Docket No. 

FAA–2018–1066; Product Identifier 

2018–NM–176–AD. 

(a) Effective Date 

This AD is effective February 4, 2019. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8 airplanes, certificated in any 

category, powered by Rolls-Royce plc (RR) 

Trent 1000–A (including –A/01 and –A/01A), 

Trent 1000–AE (including –AE/01A), Trent 

1000–C (including –C/01 and –C/01A), Trent 

1000–CE (including –CE/01A), Trent 1000–D 

(including –D/01 and –D/01A), Trent 1000– 

E (including –E/01 and –E/01A), Trent 1000– 

G (including –G/01 and –G/01A), and Trent 

1000–H (including –H/01 and H/01A) 

turbofan engines. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 71, Power plant. 

(e) Unsafe Condition 

This AD was prompted by a report from 

the engine manufacturer indicating that after 

an engine failure, prolonged operation at 

high thrust settings on the remaining engine 

during an extended-operation (ETOPS) 

diversion may result in failure of the 

remaining engine before the diversion can be 

safely completed. We are issuing this AD to 

address unrecoverable thrust loss on both 

engines, which could lead to a forced 

landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Revision of Limitations Chapter in 

Airplane Flight Manual (AFM) 

Within 7 days after the effective date of 

this AD, revise the Certificate Limitations 

chapter of the applicable Boeing AFM Engine 

Appendix by incorporating the information 

in figure 1 to paragraph (g) of this AD. This 

may be accomplished by inserting a copy of 

this AD into the AFM. When information 

identical to that in figure 1 to paragraph (g) 

of this AD has been included in the 

Certificate Limitations chapter of the general 

revisions of the AFM, the general revisions 

may be inserted into the AFM, and the copy 

of this AD may be removed from the AFM. 

Note 1 to paragraph (g) of this AD: The 

Boeing AFM for the aircraft affected by this 

AD is required to be furnished with the 

aircraft, per 14 CFR 25.1581. Further, 

operators of the aircraft affected by this AD 

must operate in accordance with the 

limitations specified in the AFM, per 14 CFR 

91.9. 

BILLING CODE 4910–13–P 

BILLING CODE 4910–13–C 

(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 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 (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 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 


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132 Federal Register / Vol. 84, No. 13 / Friday, January 18, 2019 / Rules and Regulations 

AD if it is approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

Branch, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(i) Related Information 

For more information about this AD, 

contact Rebel Nichols, Aerospace Engineer, 

Propulsion Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des Moines, 

WA 98198; phone and fax: 206–231–3556; 

email: Rebel.Nichols@faa.gov. 

(j) Material Incorporated by Reference 

None. 

Issued in Des Moines, Washington, on 

January 11, 2019. 

Jeffrey E. Duven, 

Director, System Oversight Division, Aircraft 

Certification Service. 

[FR Doc. 2019–00078 Filed 1–17–19; 8:45 am] 

BILLING CODE 4910–13–P 


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