This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

22777 

Vol. 79, No. 79 

Thursday, April 24, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0561; Directorate 

Identifier 2007–NM–223–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for certain The Boeing Company Model 

757–200 and –200PF series airplanes; 

and Model 767–200 and –300 series 

airplanes. The NPRM proposed to 

require doing an inspection to 

determine the part number and serial 

number of the hub assembly of the ram 

air turbine (RAT), and replacing the hub 

assembly of the RAT with a new, 

serviceable, or reworked and reidentified hub assembly if necessary. 

The NPRM was prompted by reports 

indicating that the counterweights in 

some hub assemblies of the RATs could 

be under strength and fracture when the 

RAT is rotating. This action revises the 

NPRM by adding airplanes to the 

applicability; adding an additional part 

number and serial number inspection to 

determine if certain RAT hub 

assemblies are installed; and, for 

affected RAT hub assemblies, doing an 

inspection for missing and fractured 

balance washer screws, and replacement 

if necessary to address an additional 

defect identified within the RAT hub 

assembly. We are proposing this 

supplemental notice of proposed 

rulemaking (SNPRM) to prevent an 

inoperative RAT, which, following a 

dual engine shutdown in flight, will 

cause loss of all hydraulic power to the 

primary flight controls, resulting in 

subsequent loss of control of the 

airplane. Since these actions impose an 

additional burden over that proposed in 

the NPRM, we are reopening the 

comment period to allow the public the 

chance to comment on these proposed 

changes. 

DATES: We must receive comments on 

this SNPRM by June 9, 2014. 

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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

For Boeing service information 

identified in this proposed 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; email me.boecom@

boeing.com; Internet https://

www.myboeingfleet.com. For Hamilton 

Sundstrand service information 

identified in this proposed AD, contact 

Hamilton Sundstrand, Technical 

Publications, Mail Stop 302–9, 4747 

Harrison Avenue, P.O. Box 7002, 

Rockford, IL 61125–7002; phone: 860– 

654–3575; fax: 860–998–4564; email: 

tech.solutions@hs.utc.com; Internet: 

http://www.hamiltonsundstrand.com. 

You may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. 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 by searching for 

and locating Docket No. FAA–2014– 

0561; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6418; 

fax: 425–917–6590; marie.hogestad@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2008–0561; Directorate Identifier 

2007–NM–223–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD 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 proposed AD. 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 to include an AD that would 

apply to certain The Boeing Company 

Model 757–200 and –200PF series 

airplanes; and Model 767–200 and –300 

series airplanes. The NPRM published 

in the Federal Register on May 20, 2008 

(73 FR 29087). The NPRM proposed to 

require doing an inspection to 

determine the part number and serial 

number of the hub assembly of the RAT, 

and replacing the hub assembly of the 

RAT with a new, serviceable, or 

reworked and re-identified hub 

assembly if necessary. The NPRM was 

issued because the counterweights in 

some hub assemblies of the RATs could 

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be under strength and fracture when the 

RAT is rotating. 

Actions Since the NPRM (73 FR 29087, 

May 20, 2008) Was Issued 

Since we issued the NPRM (73 FR 

29087, May 20, 2008), we have reviewed 

Boeing Alert Service Bulletin 757– 

29A0066, Revision 1, dated March 8, 

2010 (for Model 757 airplanes); and 

Boeing Alert Service Bulletin 767– 

29A0110, Revision 1, dated March 8, 

2010 (for Model 767 airplanes). We 

referred to Boeing Alert Service Bulletin 

757–29A0066, dated January 2, 2007 

(for Model 757–200 and –200PF series 

airplanes); and Boeing Alert Service 

Bulletin 767–29A0110, dated January 2, 

2007 (for Model 767–200 and –300 

series airplanes); as the appropriate 

sources of service information for 

accomplishing the actions specified in 

the NPRM. Revision 1 of this service 

information revises the effectivity to 

include The Boeing Company Model 

757–200, –200PF, –200CB, and –300 

series airplanes; and Model 767–200, 

–300, –300F, and –400ER series 

airplanes. 

We have also reviewed Boeing Special 

Attention Service Bulletin 757–29– 

0069, dated June 24, 2010 (for Model 

757 airplanes); and Boeing Special 

Attention Service Bulletin 767–29– 

0112, dated June 24, 2010 (for Model 

767 airplanes); which describe 

procedures for an inspection to 

determine the part number and serial 

number on the hub assembly of the RAT 

and replacement of the RAT or RAT hub 

assembly. 

We have also reviewed Hamilton 

Sundstrand Service Bulletin 730814– 

29–15, dated February 10, 2010 (for 

Model 757 airplanes); and Hamilton 

Sundstrand Service Bulletin 729548– 

29–18, dated February 10, 2010 (for 

Model 767 airplanes). This service 

information describes procedures for 

certain parts identified in Boeing 

Special Attention Service Bulletin 757– 

29–0069, dated June 24, 2010 (for Model 

757 airplanes); and Boeing Special 

Attention Service Bulletin, 767–29– 

0112, dated June 24, 2010 (for Model 

767 airplanes). This service information 

also describes procedures for doing a 

general visual inspection of the 12 

balance washer screws installed around 

the perimeter of the rotor assembly for 

missing washers and fractured screws; 

and either the replacement of the RAT 

or RAT hub assembly if any balance 

washer is missing or any fractured 

screw is found, or replacement of all 

balance screws if no missing balance 

washers and no fractured screws are 

found. 

This SNPRM was prompted by reports 

of two different material defects that 

have been identified on the RATs 

installed on Model 757 and Model 767 

airplanes. The first material defect 

associated with counterweights was the 

basis of the NPRM. The second material 

defect associated with the balance 

washer screws is new to this SNPRM. 

Rather than have two separate AD 

actions associated with the RATs 

installed on the Model 757 and Model 

767 airplanes, we have elected to 

consolidate rulemaking to address both 

material defects via this SNPRM. 

We have determined that the actions 

in this service information are necessary 

to address the identified unsafe 

condition. 

Comments 

We gave the public the opportunity to 

comment on the NPRM (73 FR 29087, 

May 20, 2008). The following presents 

the comments received on the NPRM 

and the FAA’s response to each 

comment. 

Requests To Revise the Applicability in 

the NPRM (73 FR 29087, May 20, 2008) 

Northwest Airlines, Inc. (NWA) and 

American Airlines (AAL) requested that 

the applicablitiy in the NPRM (73 FR 

29087, May 20, 2008) be revised. NWA 

stated that affected parts might have 

migrated from the ‘‘delivered on’’ 

airplane to other airplanes, and 

requested that the inspection be revised 

to inspect any airplane the affected part 

could be installed on. 

We agree with the commenters’ 

request. We have revised the 

applicability of this SNPRM to include 

all airplanes on which the affected RAT 

hub assemblies could be installed. We 

have revised the ‘‘Applicability’’ 

section, paragraph (c) of this SNPRM, 

accordingly. 

Requests To Perform a Maintenance 

Record Check in Lieu of an Inspection 

Boeing requested that affected airlines 

be required to check their maintenance 

records to locate and inspect suspect 

hub assemblies. Boeing stated that 

suspect hub assemblies may have been 

removed from one airplane and then 

installed on another airplane not listed 

in the Effectivity of Boeing Alert Service 

Bulletin 757–29A0066 (for Model 757– 

200 and –200PF series airplanes) or 

Boeing Alert Service Bulletin 767– 

29A0110 (for Model 767–200 and –300 

series airplanes), both dated January 2, 

2007. 

Airlines for America (A4A), on behalf 

of its member AAL, requested that, due 

to the interchangeability of parts 

between the Model 757 and 767 fleets, 

the NPRM (73 FR 29087, May 20, 2008) 

include a check of the RAT hub 

assembly part number and serial 

number for the entire affected fleet 

regardless of the effectivity currently 

listed in the service information. 

We agree that parts may have been 

rotated onto airplanes not listed in 

Boeing Alert Service Bulletin 757– 

29A0066 (for Model 757–200 and 

–200PF series airplanes) or Boeing Alert 

Service Bulletin 767–29A0110 (for 

Model 767–200 and –300 series 

airplanes), both dated January 2, 2007, 

and, therefore, may be installed on 

airplanes that were not included in the 

applicability of the NPRM (73 FR 29087, 

May 20, 2008). We have revised the 

applicability of this SNPRM to include 

all Model 757 and 767 airplanes. 

Because this SNPRM includes all 

airplanes that could have a defective 

RAT hub assembly installed, it is not 

necessary to require operators to check 

maintenance records. 

Request To Mandate Only Those 

Actions That Address the Unsafe 

Condition 

NWA requested that the NPRM (73 FR 

29087, May 20, 2008) only mandate 

those actions that are required to 

address the unsafe condition, and not 

those actions contained in Boeing Alert 

Service Bulletin 757–29A0066 (for 

Model 757–200 and –200PF series 

airplanes) and Boeing Alert Service 

Bulletin 767–29A0110 (for Model 767– 

200 and –300 series airplanes), both 

dated January 2, 2007, that are not 

pertinent to the safety objective. 

NWA stated that the NPRM (73 FR 

29087, May 20, 2008) mandated the 

inspection and replacement in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 757–29A0066 (for Model 757– 

200 and –200PF series airplanes) and 

Boeing Alert Service Bulletin 767– 

29A0110 (for Model 767–200 and –300 

series airplanes), both dated January 2, 

2007. NWA stated that these 

instructions contain work steps that are 

not pertinent to correcting the unsafe 

condition, and indicated that, if some of 

these procedures are not followed 

exactly, it could result in a noncompliance with the AD even though 

the unsafe condition was corrected. 

NWA stated that mandating only those 

actions that are required to address the 

unsafe condition will minimize the 

quantity of alternative method of 

compliances (AMOCs) that might be 

necessary to approve the variations of 

procedures among operators. 

We agree to add a clarification in 

paragraphs (g)(2) and (h)(2)(i) of this 

SNPRM, which states that where the 

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service information specifies to contact 

Hamilton Sundstrand for a replacement 

unit, this SNPRM does not require that 

action. Also, we have added a 

clarification in paragraphs (g)(3) and 

(h)(2)(ii) of this SNPRM, which states 

that, where the service information 

instructs operators to return all RATs or 

RAT hub assemblies to Hamilton 

Sundstrand for rework and test, 

operators may return the RAT or RAT 

hub assembly to Hamilton Sundstrand 

or to an FAA-approved repair facility 

that has the capability to disassemble, 

repair, balance, and test the RAT or RAT 

hub assembly. 

We agree with the concept of 

minimizing AD requirements when 

appropriate. The FAA worked in 

conjunction with industry, under the 

Airworthiness Directives 

Implementation Aviation Rulemaking 

Committee (ARC), to enhance the AD 

system. One enhancement is a new 

process for annotating which steps in 

the service information are ‘‘required for 

compliance’’ (RC) with an AD. 

Differentiating these steps from other 

tasks in the service information is 

expected to improve an owner’s/ 

operator’s understanding of AD 

requirements and help provide 

consistent judgment in AD compliance. 

In response to the AD Implementation 

ARC, the FAA released AC 20–176, 

dated December 19, 2011 

(http://rgl.avs.faa.gov/Regulatory_and_

Guidance_Library/rgAdvisoryCircular.

nsf/0/a78cc91a47b192278625796

b0075f419/$FILE/AC%2020–176.pdf); 

and Order 8110.117, dated September 

12, 2012 

(http://rgl.avs.faa.gov/Regulatory_and_

Guidance_Library/rgOrders.nsf/0/

984bb9eb07cdd86986257a7

f0070744c/$FILE/Order%20

8110.117.pdf), which include the 

concept of RC. The FAA has begun 

implementing this concept in ADs 

when we receive service information 

containing RC steps. While some 

design approval holders have 

implemented the RC concept, the 

implementation is voluntary. The 

FAA does not intend to develop or 

revise AD requirements to incorporate 

the RC concept if it is not included in 

the service information. 

Contrary to NWA’s statement that 

ADs should mandate only those actions 

that are required to address the unsafe 

condition, ADs generally contain 

requirements that are reasonably related 

to addressing the unsafe condition, as 

determined by the FAA and the design 

approval holder that developed the 

service bulletin. Typically, operators’ 

maintenance programs were not 

developed in recognition of the unsafe 

condition that is being addressed by an 

AD. Whenever we issue an AD, those 

programs had failed to prevent the 

unsafe condition in the first place. 

Therefore, many provisions of ADs 

address aspects of accomplishing the 

required maintenance that are necessary 

to prevent operators from inadvertently 

aggravating the unsafe condition or 

introducing new unsafe conditions. 

For many years, the Air Transport 

Association (now Airlines for America, 

A4A) has sponsored the ‘‘Lead Airline’’ 

program through which individual 

airlines are provided an opportunity to 

prototype manufacturers’ draft service 

instructions before they are finalized. 

One objective of this activity is to 

minimize the procedures included in 

the instructions that are considered 

unnecessary. Therefore, when the FAA 

receives a manufacturer’s service 

bulletin, we recognize that the 

procedures specified have been 

determined to be necessary by both the 

manufacturer and affected operators. As 

in this case, the instructions provided in 

service bulletins referenced in ADs are 

reasonably related to addressing the 

unsafe condition. 

As always, if NWA or any other 

operator prefers to address the unsafe 

condition by means other than those 

specified in the referenced service 

information, they may request approval 

for an alternative method of compliance 

and, if approved, may use it instead of 

the procedures specified in the service 

information. 

Request To Revise the Costs of 

Compliance 

AAL requested that the costs of 

compliance in the NPRM (73 FR 29087, 

May 20, 2008) be revised. AAL stated 

that it finds the cost estimate 

insufficient and that it is not 

representative of the actual labor costs 

that might be incurred by the operators. 

AAL also stated that the NPRM only 

includes the labor cost associated with 

inspecting airplanes on which the 

affected RAT hub assemblies were 

delivered and not the entire fleet. AAL 

stated that the cost only includes the 1- 

hour inspection and not the labor cost 

to replace the RAT hub assembly. 

We agree with AAL’s request. We 

have determined that the cost estimate 

provided in this SNPRM should include 

the labor costs for completing the 

inspection on the entire affected fleet, 

and the on-condition costs for those 

operators required to replace the RAT 

hub assembly. We have revised the 

‘‘Costs of Compliance’’ section in this 

SNPRM accordingly. 

Request To Revise Paragraph (e) of the 

NPRM (73 FR 29087, May 20, 2008) 

AAL requested that paragraph (e) of 

the NPRM (73 FR 29087, May 20, 2008) 

be revised. AAL proposed that the 

paragraph be reworded to state, 

‘‘. . . unless the actions have already 

been done per the appropriate Service 

Bulletin referenced in paragraph (c).’’ 

AAL stated that accomplishment of the 

applicable service information 

addresses the safety concern and 

operators should be given credit for 

accomplishing the service information. 

We disagree with AAL’s request to 

revise paragraph (f) of this SNPRM 

(referred to as paragraph (e) of the 

NPRM (73 FR 29087, May 20, 2008)). 

Any actions required by this SNPRM, 

which are accomplished before the 

effective date of the AD, are acceptable 

for compliance since paragraph (f) of 

this SNPRM states, ‘‘Comply with this 

AD within the compliance times 

specified, unless already done.’’ Actions 

must be done in accordance with the 

appropriate service information. 

Otherwise, an operator would need to 

request an AMOC in accordance with 

the procedures specified in paragraph 

(l)(1) of this SNPRM. We have not 

changed this SNPRM in this regard. 

Request To Delay Replacement of the 

RAT Hub Assembly in Paragraph (f) of 

the NPRM (73 FR 29087, May 20, 2008) 

AAL requested that paragraph (f) of 

the NPRM (73 FR 29087, May 20, 2008), 

referred to as paragraph (g)(1) of this 

SNPRM, be revised to delay 

replacement of the RAT hub assembly. 

AAL suggested including the following 

statement for clarity, ‘‘In cases where 

the RAT hub assembly serial number is 

on the recall list and there is no 

replacement RAT hub assembly 

available, put the airplane back to a 

serviceable condition. Then replace the 

RAT hub assembly within 24 months 

after the compliance date.’’ 

AAL stated that the service 

information authorizes operators to 

continue operating the airplane until a 

replacement hub is available. AAL 

stated that the NPRM (73 FR 29087, May 

20, 2008) is not explicit about operating 

the airplane with a suspect RAT hub 

assembly. AAL also stated that the 

NPRM can be interpreted as replacing 

the RAT hub assembly when identified, 

or at a later date when a RAT hub 

assembly is available. 

We disagree with AAL’s request to 

revise paragraph (g)(1) of this SNPRM 

(referred to as paragraph (f) of the NPRM 

(73 FR 29087, May 20, 2008)) to allow 

operators to continue operating an 

airplane with a suspect RAT hub 

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assembly until a later date when a RAT 

hub assembly is available. Paragraph (f) 

of the NPRM (73 FR 29087, May 20, 

2008, specifies a compliance time of 

‘‘within 24 months after the effective 

date of this AD.’’ We have further 

limited the compliance time in 

paragraph (g)(1) of this SNPRM to 

include ‘‘prior to the next RAT 

backdrive test,’’ i.e., prior to the next 

RAT backdrive test or within 24 months 

after the effective date of this AD, 

whichever occurs first. . . .’’ The 

‘‘prior to the next RAT backdrive test’’ 

requirement was added due to the 

balance washer screw defect presented 

in Boeing Special Attention Service 

Bulletin 757–29–0069, dated June 24, 

2010; and Boeing Special Attention 

Service Bulletin, 767–29–0112, dated 

June 24, 2010. We have determined that 

this compliance time is necessary 

because loss of a balance washer during 

periodic ground testing of the RAT 

could cause injury to maintenance 

personnel. 

In developing an appropriate 

compliance time for this action, we 

considered the urgency associated with 

the subject unsafe condition, the 

availability of required parts, and the 

practical aspect of accomplishing the 

required replacement within a period of 

time that corresponds to the normal 

scheduled maintenance for most 

affected operators. However, under the 

provisions of paragraph (l)(1) of this 

SNPRM, we will consider requests for 

approval of an extension of the 

compliance time if sufficient data is 

submitted to substantiate that the new 

compliance time would provide an 

acceptable level of safety. We have not 

changed this SNPRM in this regard. 

Request To Clarify Paragraph (f) of the 

NPRM (73 FR 29087, May 20, 2008) 

AAL requested that paragraph (f) of 

the NPRM (73 FR 29087, May 20, 2008) 

be updated to state, ‘‘If the part number 

and serial number on the hub assembly 

of the RAT are listed in paragraphs 

(i)(1)(i) and (i)(1)(ii) of the AD, and are 

not reworked and re-identified, within 

24 months after the effective date of this 

AD, replace the hub assembly of the 

RAT with a new, serviceable, or 

reworked and re-identified hub 

assembly in accordance with the 

accomplishment instructions of the 

service bulletin.’’ AAL stated that the 

service information does not change the 

serial numbers when the modification is 

accomplished. AAL stated that the 

service information adds the symbol 

‘‘29–12’’ to a new identification plate 

when the modification is accomplished, 

and that neither the service information 

nor the NPRM check for a reworked and 

re-identified hub during the inspection. 

AAL stated that, therefore, an airplane 

inspected in accordance with the NPRM 

with a reworked and re-identified RAT 

hub assembly installed would not be 

compliant with the AD. 

We agree with AAL’s request. This 

SNPRM does not propose to require 

changing the serial number of the rat 

hub assembly when it is assembled. If 

any part has already been re-identified, 

as required by paragraph (g)(1) of this 

SNPRM, then the inspection alone will 

not find it because the inspection looks 

specifically for a part number and serial 

number specified in paragraphs (g)(1)(i) 

and (g)(1)(ii) of this SNPRM, and it does 

not look for re-identified part numbers. 

We have revised paragraph (g)(1) of this 

SNPRM (referred to as paragraph (f) of 

the NPRM (73 FR 29087, May 20, 2008)) 

accordingly. 

Request To Add a Note in the NPRM 

(73 FR 29087, May 20, 2008) To Explain 

the Difference in Part Numbers 

AAL requested that a note be added 

to the NPRM (73 FR 29087, May 20, 

2008) explaining the difference in part 

numbers. AAL stated that part number 

(P/N) 733785/A listed in Hamilton 

Sundstrand Service Bulletin 730814– 

29–12, dated November 30, 2005, is 

incorrect. The NPRM included the 

correct P/N 733785A in table 2 

(designated as paragraphs (i)(1)(i) and 

(i)(1)(ii) of this SNPRM). AAL stated 

that operators will be using the 

Hamilton Sundstrand service bulletins 

for the inspection and rework. AAL 

stated that the incorrect part number 

could cause confusion when identifying 

a suspect RAT hub assembly. 

We disagree with AAL’s request to 

add a note to this AD. While we agree 

that Hamilton Sundstrand Service 

Bulletin 730814–29–12, dated 

November 30, 2005, specifies the 

incorrect part number, the actions 

proposed in this SNPRM take 

precedence over Hamilton Sundstrand 

Service Bulletin 730814–29–12, dated 

November 30, 2005. This SNPRM would 

require operators to inspect for the part 

numbers and serial numbers listed in 

paragraphs (g)(1)(i) and (g)(1)(ii) of this 

SNPRM for this reason. We have not 

made any changes to this SNPRM in this 

regard. 

Request To Replace RAT Hub 

Assemblies With Unidentified Plates 

AAL requested that paragraph (f) of 

the NPRM (73 FR 29087, May 20, 2008) 

(referred to as paragraph (g)(1) of this 

SNPRM) be updated to include the 

following statement, ‘‘In cases where the 

RAT hub assembly is missing the data 

plate, replace the RAT hub assembly 

within 24 months after the compliance 

date.’’ 

We agree with AAL’s request to 

replace RAT hub assemblies with 

unidentified plates. Defective RAT hub 

assemblies are identified by part 

number and serial number, and can be 

installed on any Model 757 or Model 

767 airplane. Without identification, 

there is no way to guarantee the RAT 

hub assembly is not defective. We have 

revised paragraph (g)(1) of this SNPRM 

(referred to as paragraph (f) of the NPRM 

(73 FR 29087, May 20, 2008)) to require 

replacement of the RAT hub assembly if 

the part number or serial number on the 

hub assembly of the RAT is missing. 

However, as stated previously, the 

compliance time specified in paragraph 

(g)(1) of this SNPRM is ‘‘Prior to the 

next RAT backdrive test or within 24 

months after the effective date of this 

AD, whichever occurs first.’’ 

Additional Changes Made to This 

SNPRM 

We have added the heading and 

wording of paragraph (k) of this SNPRM 

to provide credit for previous 

accomplishment of the actions required 

by paragraph (g) of this SNPRM, if those 

actions are done before the effective 

date of this AD. 

Table 1 of the NPRM (73 FR 29087, 

May 20, 2008) has been removed from 

this SNPRM as a result of the change to 

the proposed Applicability of this 

SNPRM. Paragraphs (g)(1)(i), (g)(1)(ii), 

(i)(2)(i), and (i)(2)(ii) of this SNPRM 

have been added. Table 2 of the NPRM 

has been redesignated as paragraphs 

(i)(1)(i) and (i)(1)(ii) of this SNPRM. 

Screw Replacement Information 

Operators should note that, if a screw 

fractures during any screw replacement 

specified in this SNPRM and the weight 

is still available, the balance weight can 

be installed with the replacement screw. 

Screws should only be replaced one at 

a time to prevent any potential for a 

removed balance washer to be installed 

in a different location. 

FAA’s Determination 

We are proposing this SNPRM 

because we evaluated all the relevant 

information and determined the unsafe 

condition described previously is likely 

to exist or develop in other products of 

these same type designs. Certain 

changes described above expand the 

scope of the NPRM (73 FR 29087, May 

20, 2008). As a result, we have 

determined that it is necessary to reopen 

the comment period to provide 

additional opportunity for the public to 

comment on this SNPRM. 

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Proposed Requirements of the SNPRM 

This SNPRM would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the SNPRM and 

the Service Information.’’ 

Differences Between the SNPRM and 

the Service Information 

We have revised the compliance time 

for the inspection in paragraph (g) of 

this SNPRM (referred to as paragraph (f) 

of the NPRM (73 FR 29087, May 20, 

2008)) as specified in Boeing Alert 

Service Bulletin 757–29A0066, Revision 

1, dated March 8, 2010 (for Model 757 

airplanes); and Boeing Alert Service 

Bulletin 767–29A0110, Revision 1, 

dated March 8, 2010 (for Model 767 

airplanes); to ‘‘prior to the next RAT 

backdrive test or within 24 months after 

the effective date of this AD, whichever 

occurs first.’’ The proposed ‘‘prior to the 

next RAT backdrive test’’ requirement 

was added due to the balance washer 

screw defect presented in Boeing 

Special Attention Service Bulletin 757– 

29–0069 (for Model 757 airplanes) and 

Boeing Special Attention Service 

Bulletin 767–29–0112 (for Model 767 

airplanes), both dated June 24, 2010. We 

have determined that this compliance 

time is necessary because loss of a 

balance washer during periodic ground 

testing of the RAT could cause injury to 

maintenance personnel. We have 

coordinated this difference with Boeing. 

Although the effectivity in Boeing 

Special Attention Service Bulletin 767– 

29–0112, dated June 24, 2010, includes 

only airplanes having line numbers (L/ 

Ns) 1 through 985 inclusive; and Boeing 

Alert Service Bulletin 767–29A0110, 

Revision 1, dated March 8, 2010, 

includes only airplanes having L/Ns 1 

through 976 inclusive; this SNPRM 

would apply to all line numbers in the 

Boeing Model 767 fleet, since the RAT 

hub assemblies can be installed on any 

Model 767 airplane. We have 

coordinated this difference with Boeing. 

Where Boeing Alert Service Bulletin 

757–29A0066, Revision 1, dated March 

8, 2010 (for Model 757 airplanes); and 

Boeing Alert Service Bulletin 767– 

29A0110, Revision 1, dated March 8, 

2010 (for Model 767 airplanes); specify 

to contact Hamilton Sundstrand for a 

new or replacement unit, this SNPRM 

would not require that action. Operators 

may do the replacement using a new or 

serviceable RAT or RAT hub assembly, 

or using a reworked and re-identified 

RAT or RAT hub assembly. We have 

coordinated this difference with Boeing. 

Where Boeing Alert Service Bulletin 

757–29A0066, Revision 1, dated March 

8, 2010 (for Model 757 airplanes); or 

Boeing Alert Service Bulletin 767– 

29A0110, Revision 1, dated March 8, 

2010 (for Model 767 airplanes); specifies 

to return all RAT hub assemblies to 

Hamilton Sundstrand for rework and 

test, operators may return the RAT or 

RAT hub assembly to Hamilton 

Sundstrand or to a FAA-approved repair 

facility that has the capability to 

disassemble, repair, balance, and test 

the RAT or RAT hub assembly. We have 

coordinated this difference with Boeing. 

Although Boeing Alert Service 

Bulletin 757–29A0066, Revision 1, 

dated March 8, 2010 (for Model 757 

airplanes); and Boeing Alert Service 

Bulletin 767–29A0110, Revision 1, 

dated March 8, 2010 (for Model 767 

airplanes); specify replacing the RAT 

hub assembly, this proposed SNPRM 

would allow replacing either the RAT or 

the RAT hub assembly. We have 

coordinated this difference with Boeing. 

Where Boeing Special Attention 

Service Bulletin 757–29–0069, dated 

June 24, 2010 (for Model 757 airplanes); 

and Boeing Special Attention Service 

Bulletin 767–29–0112, dated June 24, 

2010 (for Model 767 airplanes); specify 

to contact Hamilton Sundstrand for a 

replacement unit, this SNPRM would 

not require that action. We have 

coordinated this difference with Boeing. 

Where Boeing Special Attention 

Service Bulletin 757–29–0069, dated 

June 24, 2010 (for Model 757 airplanes); 

and Boeing Special Attention Service 

Bulletin 767–29–0112, dated June 24, 

2010 (for Model 767 airplanes); instruct 

operators to return all RAT or RAT hub 

assemblies to Hamilton Sundstrand for 

rework and test, operators may return 

the RAT or RAT hub assembly to 

Hamilton Sundstrand or to an FAAapproved repair facility that has the 

capability to disassemble, repair, 

balance, and test the RAT or RAT hub 

assembly. We have coordinated this 

difference with Boeing. 

Costs of Compliance 

We estimate that this proposed AD 

affects 1,132 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspection ........................................................ 1 work-hour × $85 per hour = $85 ................. $0 $85 $96,220 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Replacement of balance washer screws .................... 1 work-hour × $85 per hour = $85 ............................. $0 $85 

Removal and installation of RAT assembly ................ 5 work-hours × $85 per hour = 425 ........................... 0 425 

Removal and installation of RAT hub assembly ......... 2 work-hours × $85 per hour = 170 ........................... 0 170 

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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22782 Federal Register / Vol. 79, No. 79 / Thursday, April 24, 2014 / Proposed Rules 

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 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. Amend § 39.13 by adding the 

following new airworthiness directive 

(AD): 

The Boeing Company: Docket No. FAA– 

2008–0561; Directorate Identifier 2007– 

NM–223–AD. 

(a) Comments Due Date 

We must receive comments by June 9, 

2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 757–200, –200PF, –200CB, 

and –300 series airplanes; and Model 767– 

200, –300, –300F, and –400ER series 

airplanes; certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 29, Hydraulic Power. 

(e) Unsafe Condition 

This AD was prompted by reports 

indicating that the counterweights in some 

hub assemblies of the ram air turbine (RAT) 

could be under strength and fracture when 

the RAT is rotating, and that some RAT hub 

assemblies were delivered with balance 

washer retention screws that were incorrectly 

heated treated, and therefore, susceptible to 

fracture and cracking. We are issuing this AD 

to prevent an inoperative RAT, which, 

following a dual engine shutdown in flight, 

will cause loss of all hydraulic power to the 

primary flight controls, resulting in 

subsequent loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Replacement of Parts 

With a Counterweight Defect 

Prior to the next RAT backdrive test or 

within 24 months after the effective date of 

this AD, whichever occurs first: Do an 

inspection to determine the part number and 

serial number on the hub assembly of the 

RAT, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–29A0066, Revision 1, 

dated March 8, 2010 (for Model 757 

airplanes); or Boeing Alert Service Bulletin 

767–29A0110, Revision 1, dated March 8, 

2010 (for Model 767 airplanes). 

(1) If the part number or serial number on 

the hub assembly of the RAT is missing, or 

if the part number and serial number are 

specified in paragraphs (g)(1)(i) and (g)(1)(ii) 

of this AD, and the hub assembly has not 

been reworked and re-identified in 

accordance with Hamilton Sundstrand 

Service Bulletin 730814–29–12, dated 

November 30, 2005 (for Model 757 

airplanes); or Hamilton Sundstrand Service 

Bulletin 729548–29–15, dated November 30, 

2005 (for Model 767 airplanes): Prior to the 

next RAT backdrive test or within 24 months 

after the effective date of this AD, whichever 

occurs first, replace the RAT or RAT hub 

assembly with a new, serviceable, or 

reworked and re-identified RAT or RAT hub 

assembly, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–29A0066, Revision 1, 

dated March 8, 2010 (for Model 757 

airplanes); or Boeing Alert Service Bulletin 

767–29A0110, Revision 1, dated March 8, 

2010 (for Model 767 airplanes); except as 

provided by paragraphs (g)(2) and (g)(3) of 

this AD. 

(i) Model 757–200, –200PF, –200CB, and 

–300 series airplanes having part number (P/ 

N) 733785A or 733785B, and serial number 

(S/N) 0410 through 0413 inclusive, 0415, 

0417 through 0430 inclusive, 0432, or 0434. 

(ii) Model 767–200, –300, –300F, and 

–400ER series airplanes having P/N 734350A, 

734350B, 734350C, or 734350D, and S/N 

0666, 0673 through 0684 inclusive, 0686, 

0687, or 0689. 

(2) Where Boeing Alert Service Bulletin 

757–29A0066, Revision 1, dated March 8, 

2010 (for Model 757 airplanes); or Boeing 

Alert Service Bulletin 767–29A0110, 

Revision 1, dated March 8, 2010 (for Model 

767 airplanes); specify to contact Hamilton 

Sundstrand for a replacement unit, this AD 

does not require that action. 

(3) Where Boeing Alert Service Bulletin 

757–29A0066, Revision 1, dated March 8, 

2010 (for Model 757 airplanes); or Boeing 

Alert Service Bulletin 767–29A0110, 

Revision 1, dated March 8, 2010 (for Model 

767 airplanes); specifies to return all RAT 

hub assemblies to Hamilton Sundstrand for 

rework and test, operators may return the 

RAT or RAT hub assembly to Hamilton 

Sundstrand or to an FAA-approved repair 

facility that has the capability to disassemble, 

repair, balance, and test the RAT or RAT hub 

assembly. 

(h) Inspection and Replacement of Parts 

With a Balance Washer Screw Defect 

Prior to the next RAT backdrive test or 

within 24 months after the effective date of 

this AD, whichever occurs first: Do an 

inspection to determine the part number and 

serial number on the hub assembly of the 

RAT, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–29– 

0069, dated June 24, 2010 (for Model 757 

airplanes); or Boeing Special Attention 

Service Bulletin 767–29–0112, dated June 24, 

2010 (for Model 767 airplanes). 

(1) If the part number or serial number on 

the hub assembly of the RAT is missing or 

if the part number and serial number is listed 

in paragraph 1.A., ‘‘Effectivity,’’ of Hamilton 

Sundstrand Service Bulletin 730814–29–15, 

dated February 10, 2010 (for Model 757 

airplanes); or Hamilton Sundstrand Service 

Bulletin 729548–29–18, dated February 10, 

2010 (for Model 767 airplanes); and the hub 

assembly has not been reworked and reidentified in accordance with Hamilton 

Sundstrand Service Bulletin 730814–29–15, 

dated February 10, 2010 (for Model 757 

airplanes), or Hamilton Sundstrand Service 

Bulletin 729548–29–18, dated February 10, 

2010 (for Model 767 airplanes): Prior to the 

next RAT backdrive test or within 24 months 

after the effective date of this AD, whichever 

occurs first, do a general visual inspection of 

the 12 balance washer screws installed 

around the perimeter of the rotor assembly 

for missing washers and fractured screws, in 

accordance with the Accomplishment 

Instructions of Hamilton Sundstrand Service 

Bulletin 730814–29–15, dated February 10, 

2010 (for Model 757 airplanes); or Hamilton 

Sundstrand Service Bulletin 729548–29–18, 

dated February 10, 2010 (for Model 767 

airplanes). 

(2) If any balance washer is missing or any 

fractured screw is found, prior to the next 

RAT backdrive test or within 24 months after 

the effective date of this AD, whichever 

occurs first: Replace the RAT or RAT hub 

assembly with a new, serviceable, or 

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reworked and re-identified RAT or RAT hub 

assembly, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 757–29– 

0069, dated June 24, 2010 (for Model 757 

airplanes); or Boeing Special Attention 

Service Bulletin 767–29–0112, dated June 24, 

2010 (for Model 767 airplanes); except as 

provided by paragraphs (h)(2)(i) and (h)(2)(ii) 

of this AD. 

(i) Where Boeing Special Attention Service 

Bulletin 757–29–0069, dated June 24, 2010 

(for Model 757 airplanes); and Boeing Special 

Attention Service Bulletin 767–29–0112, 

dated June 24, 2010 (for Model 767 

airplanes); specify to contact Hamilton 

Sundstrand for a replacement unit, this AD 

does not require that action. 

(ii) Where the Boeing Special Attention 

Service Bulletin 757–29–0069, dated June 24, 

2010 (for Model 757 airplanes); and Boeing 

Special Attention Service Bulletin 767–29– 

0112, dated June 24, 2010 (for Model 767 

airplanes); instruct operators to return all 

RAT or RAT hub assemblies to Hamilton 

Sundstrand for rework and test, operators 

may return the RAT or RAT hub assembly to 

Hamilton Sundstrand or an FAA-approved 

repair facility that has the capability to 

disassemble, repair, balance, and test the 

RAT or RAT hub assembly. 

(3) If there are no missing balance washers 

and no fractured screws: Prior to the next 

RAT backdrive test or within 24 months after 

the effective date of this AD, whichever 

occurs first: Replace the balance washer 

screws, one at a time, in accordance with 

Hamilton Sundstrand Service Bulletin 

730814–29–15, dated February 10, 2010 (for 

Model 757 airplanes); or Hamilton 

Sundstrand Service Bulletin 729548–29–18, 

dated February 10, 2010 (for Model 767 

airplanes). 

(i) Parts Installation Limitations 

(1) As of the effective date of this AD, no 

person may install a RAT hub assembly 

having any applicable part number and serial 

number specified in paragraphs (i)(1)(i) and 

(i)(1)(ii) of this AD, on any airplane, unless 

it has been reworked and re-identified in 

accordance with Hamilton Sundstrand 

Service Bulletin 730814–29–12, dated 

November 30, 2005 (for Model 757 

airplanes); or Hamilton Sundstrand Service 

Bulletin 729548–29–15, dated November 30, 

2005 (for Model 767 airplanes). 

(i) Model 757–200, –200PF, –200CB, and 

–300 series airplanes having P/N 733785A or 

733785B, and S/N 0410 through 0413 

inclusive, 0415, 0417 through 0430 inclusive, 

0432, or 0434. 

(ii) Model 767–200, –300, –300F, and 

–400ER series airplanes having P/N 734350A, 

734350B, 734350C, or 734350D, and S/N 

0666, 0673 through 0684 inclusive, 0686, 

0687, or 0689. 

(2) As of the effective date of this AD, no 

person may install a RAT hub assembly 

having any applicable part number and serial 

number specified in paragraph (i)(2)(i) and 

(i)(2)(ii) of this AD, on any airplane, unless 

it has been inspected and reworked and reidentified in accordance with Hamilton 

Sundstrand Service Bulletin 730814–29–15, 

dated February 10, 2010 (for Model 757 

airplanes); or 729548–29–18, dated February 

10, 2010 (for Model 767 airplanes). 

(i) Model 757–200, –200PF, –200CB, and 

–300 series airplanes having P/N 733785AB 

Series, and S/N 0107, 0105, 0121, 0151, 0179, 

0204, 0282, 0289, 0296, 0315, 0319, 0337, 

0390, 0403, 0412, 0421, 0424, 0426, 0429, 

0430, 0439, 0445, 0450, 0477, 0503, 0510, 

0512, 0584, 0585, 0591, 0599, 0609, 0617, 

0624, 0656, 0673, 0685, 0789, 0822, 0841, 

0854, 0911, 0912, 0936, 0957, 0961, 0971, 

1061, 1064, 1096, 1101, 1102, 1105, 1113, 

1117, 1170, 1172, 1173, X2069. 

(ii) Model 767–200, –300, –300F, and 

–400ER series airplanes having P/N 734350 

Series, and S/N 0042, 0074, 0170, 0183, 0207, 

0311, 0312, 0324, 0336, 0337, 0347, 0367, 

0372, 0379, 0381, 0391, 0427, 0431, 0469, 

0495, 0500, 0530, 0531, 0533, 0538, 0539, 

0550, 0551, 0575, 0584, 0619, 0626, 0666, 

0670, 0676, 0690, 0700, 0701, 0734, 0750, 

0800, 0801, 0813, 0835, 0836, 0908, 0923, 

0958, 0968, 0980, 1009, 1012, 1019, 1046, 

1052, 1054, 1102, 1127, 1167, 1264, 1285, 

1300, 1317, 1322, 1362, 1372, 1394, 1398, 

1436, 1594, 1633, 1634, 1635, 1636, 1637, 

1638, 1639, 1640, 1641, 1642, 1643, 1644, 

1645, 1646, 1647, 1648, 1649, 1650, 1651, 

1652, X2063. 

(3) As of the effective date of this AD, no 

person may install a balance washer screw 

having part number MS24667–14, on any 

airplane unless a records review can 

positively determine that the screws did not 

come from Northeast Fasteners, lots 24057 

and 30533. 

(j) No Information Submission 

Although Boeing Alert Service Bulletin 

757–29A0066, Revision 1, dated March 8, 

2010 (for Model 757 airplanes); and Boeing 

Alert Service Bulletin 767–29A0110, 

Revision 1, dated March 8, 2010 (for Model 

767 airplanes); specify to submit information 

to the manufacturer, this AD does not 

include that requirement. 

(k) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using the service 

information specified in paragraph (k)(1) or 

(k)(2) of this AD, as applicable. These 

documents are not incorporated by reference 

in this AD. 

(1) Boeing Alert Service Bulletin 757– 

29A0066, dated January 2, 2007 (for Model 

757–200 and –200PF series airplanes). 

(2) Boeing Alert Service Bulletin 767– 

29A0110, dated January 2, 2007 (for Model 

767–200 and –300 series airplanes). 

(l) Alternative Methods of Compliance 

(AMOCs) 

(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 

paragraph (m)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@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 

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, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and the 

approval must specifically refer to this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6418; fax: 425–917– 

6590; marie.hogestad@faa.gov. 

(2) For Boeing 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; email me.boecom@

boeing.com; Internet https://

www.myboeingfleet.com. For Hamilton 

Sundstrand service information identified in 

this AD, contact Hamilton Sundstrand, 

Technical Publications, Mail Stop 302–9, 

4747 Harrison Avenue, P.O. Box 7002, 

Rockford, IL 61125–7002; phone: 860–654– 

3575; fax: 860–998–4564; email: tech.

solutions@hs.utc.com; Internet: http://www.

hamiltonsundstrand.com. You may view this 

service information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on April 17, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–09348 Filed 4–23–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0254; Directorate 

Identifier 2013–NM–047–AD] 

RIN 2120–AA64 

Airworthiness Directives; Beechcraft 

Corporation (Type Certificate 

Previously Held by Hawker Beechcraft 

Corporation; Raytheon Aircraft 

Company) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

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