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. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

12657 

Vol. 75, No. 51 

Wednesday, March 17, 2010 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0221; Directorate 

Identifier 2010–NM–043–AD; Amendment 

39–16233; AD 2010–06–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200, –200LR, 

–300, –300ER, and 777F Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 777–200, –200LR, –300, –300ER, 

and 777F series airplanes. This AD 

requires installing new operational 

program software for the autopilot flight 

director computers. This AD results 

from reports of rejected takeoffs at 

speeds above takeoff decision speed 

following inadvertent autopilot 

engagement on the ground, and from the 

discovery during flight simulations that 

the climb gradient is less than optimal 

for obstacle clearance during a 

performance-limited takeoff situation. 

We are issuing this AD to prevent 

inadvertent engagement of the autopilot 

during takeoff roll, which could result 

in rejected takeoff at rotation speed, and 

consequent possible overrun of the 

runway. We are also issuing this AD to 

prevent a lower-than-optimal climb 

gradient during takeoff, and consequent 

failure to clear obstacles on the ground 

during a performance-limited takeoff. 

DATES: This AD is effective April 1, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 1, 2010. 

We must receive comments on this 

AD by May 3, 2010. 

ADDRESSES: You may send comments 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 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. 

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 street address for 

the Docket Office (telephone 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Frank van Leynseele, Aerospace 

Engineer, Systems and Equipment 

Branch, ANM–130S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6492; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received reports (including 

two in January 2010) of rejected takeoffs 

at speeds above takeoff decision speed 

following inadvertent engagement of the 

autopilot on the ground. Since 1995, 

there have been nine reported instances 

of a rejected takeoff because of higher 

than normal control column forces at 

takeoff rotation due to the pilot 

inadvertently engaging the autopilot in 

lower-speed takeoff roll. When the 

flightcrew inadvertently engages the 

autopilot on ground during the lowerspeed phase of the takeoff roll, the 

control column forces will be higher 

than normal when the pilot attempts to 

initiate the takeoff rotation. This 

condition, if not corrected, could result 

in rejected takeoff at rotation speed, and 

consequent possible overrun of the 

runway. 

The Boeing Company has also 

discovered during flight simulations 

that the climb gradient is less than 

optimal for obstacle clearance during a 

one-engine takeoff (performancelimited) situation. This is caused by an 

error in the pitch command law of the 

autopilot flight director computer 

(AFDC). This condition, if not corrected, 

could result in a lower-than-optimal 

climb gradient during takeoff, and 

consequent failure to clear obstacles on 

the ground during a performancelimited takeoff. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 777–22A0024, dated January 

22, 2010. The alert service bulletin 

describes procedures for installing new 

operational program software for the 

left, center, and right AFDCs. The new 

software will disengage the autopilot 

whenever the flaps are extended and the 

airplane is on the ground and not in 

rollout mode. Autopilot engagement is 

inhibited when the flaps are extended 

and the airplane is on the ground or 

below 50 feet above ground level. The 

new software also maintains the initial 

engine-out (performance-limited) takeoff 

pitch target for a longer duration to 

minimize altitude loss during the 

takeoff, and targets a velocity to 

maximize climbout performance. 

FAA’s Determination and Requirements 

of This AD 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe conditions 

described previously are likely to exist 

or develop in other products of these 

same type designs. This AD requires 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the AD and the 

Service Information.’’ 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
12658 Federal Register / Vol. 75, No. 51 / Wednesday, March 17, 2010 / Rules and Regulations 

Differences Between the AD and the 

Service Information 

Although Boeing Alert Service 

Bulletin 777–22A0024, dated January 

22, 2010, recommends accomplishing 

the operational program software 

installation ‘‘within 12 months after the 

original issue date of this service 

bulletin,’’ we have determined that this 

compliance time would not address the 

identified unsafe conditions in a timely 

manner. In developing an appropriate 

compliance time for this AD, we 

considered not only the manufacturer’s 

recommendation, but the degree of 

urgency associated with addressing the 

subject unsafe condition, the average 

utilization of the affected fleet, and the 

time necessary to perform the 

operational program software 

installation. In light of all of these 

factors, we find a compliance time of 90 

days after the effective date of this AD 

for completing the required actions to be 

warranted, in that it represents an 

appropriate interval of time for affected 

airplanes to continue to operate without 

compromising safety. This difference 

has been coordinated with The Boeing 

Company. 

FAA’s Justification and Determination 

of the Effective Date 

A rejected takeoff at rotation speed 

significantly increases the risk of a 

runway overrun, and a lower-thanoptimal climb gradient during a 

performance-limited takeoff drastically 

increases the risk of failure of the 

airplane to clear obstacles on the ground 

during the initial climb phase after 

takeoff. Both of these conditions can 

result in fatal injury to flightcrew, 

passengers, and people on the ground, 

as well as extensive damage to the 

airplane and property on the ground. 

Because of our requirement to promote 

safe flight of civil aircraft and thus the 

critical need to ensure the proper 

functioning of the autopilot flight 

director system, in addition to the two 

recent reports and the short compliance 

time involved with this action, this AD 

must be issued immediately. 

Because an unsafe condition exists 

that requires the immediate adoption of 

this AD, we find that notice and 

opportunity for prior public comment 

hereon are impracticable and 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 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2010–0221; Directorate Identifier 2010– 

NM–043–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this AD. We will consider all 

comments received by the closing date 

and may amend this 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 AD. 

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), and 

(3) 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 AD: 

2010–06–09 The Boeing Company: 

Amendment 39–16233. Docket No. 

FAA–2010–0221; Directorate Identifier 

2010–NM–043–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective April 1, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 777–200, –200LR, –300, 

–300ER, and 777F series airplanes, 

certificated in any category; as identified in 

Boeing Alert Service Bulletin 777–22A0024, 

dated January 22, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 22: Auto Flight. 

Unsafe Condition 

(e) This AD results from reports of rejected 

takeoffs at speeds above takeoff decision 

speed following inadvertent autopilot 

engagement on the ground, and from the 

discovery during flight simulations that the 

climb gradient is less than optimal for 

obstacle clearance during a performancelimited takeoff situation. The Federal 

Aviation Administration is issuing this AD to 

prevent inadvertent engagement of the 

autopilot during takeoff roll, which could 

result in rejected takeoff at rotation speed, 

and consequent possible overrun of the 

runway. We are also issuing this AD to 

prevent a lower-than-optimal climb gradient 

during takeoff, and consequent failure to 

clear obstacles on the ground during a 

performance-limited takeoff. 

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. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 75, No. 51 / Wednesday, March 17, 2010 / Rules and Regulations 12659 

Software Installation for the Autopilot Flight 

Director Computers 

(g) Within 90 days after the effective date 

of this AD, install new operational program 

software in the left, center, and right 

autopilot flight director computers, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–22A0024, dated January 22, 2010. 

Special Flight Permit 

(h) Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(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. Send information to Attn: Frank 

van Leynseele, Aerospace Engineer, Systems 

and Equipment Branch, ANM–130S, FAA, 

Seattle Aircraft Certification Office, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6492; fax 

(425) 917–6590. Information may be e-mailed 

to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Material Incorporated by Reference 

(j) You must use Boeing Alert Service 

Bulletin 777–22A0024, dated January 22, 

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 or 425–227–1152. 

(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 NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 3, 

2010. 

Suzanne Masterson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–5290 Filed 3–16–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0663; Directorate 

Identifier 2007–SW–25–AD; Amendment 39– 

16231; AD 2010–06–07] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Model AS 332 C, L, L1, and L2; 

AS 350 B3; AS355 F, F1, F2, and N; SA 

365N and N1; AS 365 N2 and N3; SA 

366G1; EC 130 B4; and EC 155B and 

B1 Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

specified model helicopters. This AD 

results from a mandatory continuing 

airworthiness information (MCAI) AD 

issued by the European Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Community. The MCAI AD 

states that the AD is issued following a 

manufacturing nonconformity found on 

one batch of the servo-control caps. 

With a defective servo-control, rotation 

of the distributor might not be stopped 

mechanically since only friction of 

inner seals holds the distributor sleeve 

in its position. The AD actions are 

intended to address the unsafe 

condition created by a manufacturing 

nonconformity found on one batch of 

servo-control caps. If not corrected this 

condition could cause untimely 

movements of servo-controls, which are 

used on main and anti-torque rotors, 

and lead to the loss of control of the 

helicopter. 

DATES: This AD becomes effective on 

April 21, 2010. 

The incorporation by reference of 

certain publications is approved by the 

Director of the Federal Register as of 

April 21, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

regulations.gov or in person at the 

Docket Operations office, U.S. 

Department of Transportation, M–30, 

West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC between 9 a.m. and 5 

p.m. Monday through Friday, except 

Federal holidays. 

You may get the service information 

identified in this AD from American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, TX 75053–4005, 

telephone (972) 641–3460, fax (972) 

641–3527, or at http:// 

www.eurocopter.com. 

EXAMINING THE AD DOCKET: The AD 

docket contains the Notice of proposed 

rulemaking (NPRM), the economic 

evaluation, any comments received, and 

other information. The street address 

and operating hours for the Docket 

Operations office (telephone (800) 647– 

5527) are in the ADDRESSES section of 

this AD. Comments will be available in 

the AD docket shortly after they are 

received. 

FOR FURTHER INFORMATION CONTACT: 

Uday Garadi, Aviation Safety Engineer, 

Regulations and Policy Group, FAA, 

Rotorcraft Directorate, Fort Worth, 

Texas 76137, telephone (817) 222–5123, 

fax (817) 222–5961. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 to include an AD that would 

apply to the Eurocopter France Model 

AS 332 C, L, L1, and L2; AS 350 B3; 

AS355 F, F1, F2, and N; SA 365N and 

N1; AS 365 N2 and N3; SA 366G1; EC 

130 B4; and EC 155B and B1 helicopters 

on July 14, 2009. That NPRM was 

published in the Federal Register on 

August 3, 2009 (74 FR 38381). That 

NPRM proposed to address the unsafe 

condition created by a manufacturing 

nonconformity found on one batch of 

servo-control caps. If not corrected this 

condition could cause untimely 

movements of servo-controls, which are 

used on main and anti-torque rotors, 

and lead to the loss of control of the 

helicopter. You may obtain further 

information by examining the MCAI AD 

and any related service information in 

the AD docket. 

Comments 

By publishing the NPRM, we gave the 

public an opportunity to participate in 

developing this AD. However, we 

received no comment on the NPRM or 

on our determination of the cost to the 

public. Therefore, based on our review 

and evaluation of the available data, we 

have determined that air safety and the 

public interest require adopting the AD 

as proposed. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1