30008 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

Issued in Renton, Washington, on April 18, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–12093 Filed 5–23–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1103; Directorate 

Identifier 2012–NM–131–AD; Amendment 

39–17842; AD 2014–09–07] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 757–200, 

–200PF, –200CB, and –300 series 

airplanes. This AD was prompted by 

reports of cracking of the forward 

bulkhead web, web stiffeners, 

attachment angles, and thermal anti-ice 

(TAI) spray ring assemblies of the 

engine air intake cowl. This AD requires 

replacing the forward bulkhead 

assembly, TAI spray ring assembly, and 

attachment fittings of the air intake 

cowl. We are issuing this AD to prevent 

the failure of air intake cowl 

components due to cracking, which 

could result in the air intake cowl 

separating from the engine and striking 

critical airplane control surfaces that 

could result in a loss of airplane control; 

severe engine damage and loss of thrust; 

or large parts striking a person or 

property on the ground. 

DATES: This AD is effective July 1, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 1, 2014. 

ADDRESSES: For Rolls-Royce service 

information identified in this AD, 

contact Rolls-Royce plc, P.O. Box 31, 

Derby, DE24 8BJ, United Kingdom; 

telephone 011 44 1332 242424; fax 011 

44 1332 249936; email http://www.rollsroyce.com/contact/civil_team.jsp; 

Internet https://www.aeromanager.com. 

For Bombardier service information 

identified in this AD, contact Short 

Brothers PLC, Airworthiness, P.O. Box 

241, Airport Road, Belfast, BT3 9DZ 

Northern Ireland; telephone 

+44(0)2890–462469; fax +44(0)2890– 

468444; Internet http://

www.bombardier.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–2012– 

1103; 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 

Docket 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, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6501; fax: (425) 917–6590; email: 

kevin.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 757–200, –200PF, –200CB, and 

–300 series airplanes. The NPRM 

published in the Federal Register on 

October 19, 2012 (77 FR 64242). The 

NPRM was prompted by reports of 

cracking of the forward bulkhead web, 

web stiffeners, attachment angles, and 

thermal anti-ice (TAI) spray ring 

assemblies of the engine air intake cowl. 

The NPRM proposed to require 

replacing the forward bulkhead 

assembly, TAI spray ring assembly, and 

attachment fittings of the air intake 

cowl. We are issuing this AD to prevent 

the failure of air intake cowl 

components due to cracking, which 

could result in the air intake cowl 

separating from the engine and striking 

critical airplane control surfaces that 

could result in a loss of airplane control; 

severe engine damage and loss of thrust; 

or large parts striking a person or 

property on the ground. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 64242, 

October 19, 2012) and the FAA’s 

response to each comment. 

Requests To Delay Final Rule Pending 

Modification as Terminating Action 

FedEx, American Airlines (AAL), and 

United Airlines (UAL) requested that we 

delay issuance of this final rule until the 

manufacturer can release service 

information that contains instructions 

for a modification as terminating action 

for the repetitive replacements proposed 

in the NPRM (77 FR 69242, October 19, 

2012). In lieu of that, FedEx and AAL 

requested we include a modification as 

terminating action. FedEx and AAL 

stated that it would be more beneficial 

to accomplish the terminating 

modification rather than doing the 

interim replacements of the air intake 

cowl bulkhead assemblies or parts. UAL 

noted that airlines are working with 

Boeing to obtain improvements to the 

current design, which includes a threepart solution to most structural design 

deficiencies. 

FedEx explained that Rolls-Royce was 

scheduled to release service information 

including a terminating modification for 

the repetitive replacements during the 

first quarter of 2013. UAL stated 

repetitive replacement of the forward 

bulkhead is expensive and does not 

solve the inherent design problem. 

We partially agree. We agree that a 

terminating modification, if available, 

should be included as part of this final 

rule, because eliminating the in-service 

safety issue is a preferred choice over 

repetitive replacement of assemblies or 

parts. 

However, we disagree with delaying 

issuance of this final rule until service 

information containing procedures for a 

terminating modification becomes 

available. We have not received an exact 

date for release of the planned RollsRoyce service information. We have 

determined that to delay this final rule 

would be inappropriate, since we have 

determined that such a delay would not 

adequately address the unsafe condition 

in a timely manner and that replacing 

the forward bulkhead assembly 

components must be done to ensure 

continued safety. When the terminating 

modification becomes available, we 

might consider additional rulemaking. 

Operators may apply for approval of an 

alternative method of compliance 

(AMOC) for these actions in accordance 

with the provisions of paragraph (l) of 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 30009 

this AD. We have not changed this final 

rule in this regard. 

Request To Reference Latest Service 

Information and Allow Credit 

Rolls-Royce Group PLC (Rolls-Royce) 

requested that we refer to the latest 

service information: Rolls-Royce Alert 

Non-Modification Service Bulletin 

RB.211–71–AG698, Revision 1, dated 

September 28, 2012, which was issued 

to correct minor typographical errors. 

Rolls-Royce also requested that we 

allow credit for actions done previously 

using Rolls-Royce Alert NonModification Service Bulletin RB.211– 

71–AG698, dated October 14, 2011. 

We agree to reference the latest 

service information and to allow credit 

for using certain previous revisions. We 

have updated paragraphs (g) and (h) of 

this final rule to reference Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, excluding Appendix 

1 and including Appendices 2, 3, and 4, 

Revision 2, dated June 20, 2013, which 

corrects a certain air intake cowl serial 

number; and to reference Bombardier 

Alert Non-Modification Service Bulletin 

RB211–E4–A1003, Revision 3, dated 

February 4, 2014, which corrects certain 

part numbers. We also have revised 

paragraph (i) of this final rule to allow 

credit for certain actions done before the 

effective date of this AD using RollsRoyce Alert Non-Modification Service 

Bulletin RB.211–71–AG698, dated 

October 14, 2011; or Revision 1, dated 

September 28, 2012. We also have 

revised paragraph (i) of this final rule to 

allow credit for certain actions done 

before the effective date of this AD using 

Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, 

Revision 1, dated August 15, 2012; and 

Revision 2, dated December 5, 2012. 

Requests To Delay Final Rule Until 

Service Information is Corrected 

FedEx requested that this final rule be 

delayed until a part number in certain 

service information is corrected. FedEx 

stated that Appendix 3 of Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, dated October 14, 

2011, called out part number LJ35477 

for both ‘‘Angle ATT FWD Outer’’ and 

‘‘Angle Attachment FWD Outer.’’ 

However, the correct part number for 

the latter part is LJ35478. 

We do not agree to delay issuance of 

this final rule. However, we note that 

the part number error has already been 

corrected in Appendix 3 of Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, Revision 1, dated 

September 28, 2012; and Revision 2, 

dated June 20, 2013. We have updated 

paragraphs (g), (h), (j), and (k) of this 

final rule to reference Rolls-Royce Alert 

Non-Modification Service Bulletin 

RB.211–71–AG698, excluding Appendix 

1 and including Appendices 2, 3, and 4, 

Revision 2, dated June 20, 2013; and 

Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, 

Revision 3, dated February 4, 2014; as 

the appropriate sources of service 

information for removing and replacing, 

with new parts, the forward bulkhead 

assembly, TAI spray ring assembly, and 

attachment fittings of the air intake 

cowl. Bombardier Alert NonModification Service Bulletin RB211– 

E4–A1003, Revision 3, dated February 

4, 2014, also includes corrected part 

number information: Part number 

LJ35479, with quantity two, was 

corrected to LJ50537 and LJ50538, with 

one quantity each; part number LJ35482 

was corrected to LJ50535; and part 

number LJ35483 was corrected to 

LJ50536. 

AAL and FedEx requested that certain 

service information be updated to allow 

the use of alternative rivets (fasteners) in 

place of obsolete ‘‘MS20426DD’’ 

fasteners. The commenters stated that 

service information should include 

suitable alternatives; however, the 

commenters did not propose suitable 

alternative fastener information. 

We have confirmed with the parts 

manufacturer that the subject rivets 

(fasteners) are not obsolete, as indicated 

by the commenters. In addition, while 

we agree that it would be beneficial if 

the service information were to include 

acceptable alternative fastener 

information, in light of the urgency of 

the identified unsafe condition, we do 

not find it appropriate to delay this final 

rule to wait for additional revised 

service information. We included 

paragraph (l) in this final rule to provide 

operators a means to request approval of 

the use of an alternative fastener if 

sufficient data are presented that 

demonstrate the rivet (fastener) is a 

suitable alternative. We have not 

changed this final rule in this regard. 

Request To Issue Component AD 

Instead of Airplane AD 

FedEx requested that the applicability 

in paragraph (c) of the NPRM (77 FR 

69242, October 19, 2012) be revised to 

reference component part numbers and 

serial numbers, rather than specific 

airplanes. FedEx stated that the NPRM 

should apply to components rather than 

airplanes because the applicability of 

the NPRM, as written, will create 

confusion and will inhibit operator AD 

tracking capabilities. 

We disagree with the commenter’s 

request. According to FAA policy, if an 

unsafe condition results from the 

installation of a particular component in 

only one particular make and model of 

airplane, the AD would apply to the 

airplane model, not the component. The 

reason for this is simple: If the AD 

applies to the airplane model equipped 

with the item, operators of those 

airplanes will be notified directly of the 

unsafe condition and the action 

required to correct it. While we assume 

that operators can identify the airplane 

models they operate, they may not be 

aware of specific items installed on the 

airplanes. Therefore, specifying the 

airplane models in the applicability as 

the subject of the AD prevents an 

operator’s ‘‘unknowing failure to 

comply’’ with the AD. In this case, the 

air intake cowls of the affected design 

with the identified unsafe condition are 

known to be confined to Model 757 

airplanes; therefore, it is appropriate for 

the FAA to issue an airplane AD, not a 

component AD. We have not changed 

this final rule in this regard. 

Request To Clarify Applicability 

Regarding Pratt & Whitney Engines 

US Airways requested the NPRM (77 

FR 69242, October 19, 2012) be revised 

to clarify actions for airplanes equipped 

with Pratt & Whitney engines. 

We clarify that the applicability 

statement in paragraph (c) of this final 

rule only identifies Boeing Model 757– 

200, –200PF, –200CB, and –300 series 

airplanes equipped with certain RollsRoyce engines. This final rule does not 

apply to airplanes equipped with Pratt 

& Whitney engines. No change has been 

made to this final rule in this regard. 

Request To Revise a Calendar-Based to 

a Cycle-Based Compliance Time 

UPS requested that the compliance 

times in the NPRM (77 FR 69242, 

October 19, 2012) be revised from 

calendar-based to cycle-based time for 

the replacement requirement. UPS 

noted that the NPRM requires 

replacement of forward bulkhead 

assemblies of air intake cowls at 

calendar date intervals based solely on 

the date of manufacture. UPS stated this 

requirement imposes unnecessary 

hardship and higher costs to lowutilization operators. UPS stated that 

since the issue is one of metal fatigue, 

a high-utilization operator will subject 

the same components to multiple times 

the fatigue exposures as a lowutilization operator over the same 

period. 

UPS also stated that spare intake 

cowls that have never been in service— 

and therefore have not seen metal 

fatigue—are subject to the same 

calendar-based replacement intervals, 

and that this severely degrades the value 


emcdonald on DSK67QTVN1PROD with RULES
30010 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

and usability of intake cowls over time. 

UPS stated a cycle-based compliance 

time would provide all operators the 

ability to maximize utilization cycles on 

the affected intake cowls and defer the 

high costs of replacement. 

We disagree with the commenter’s 

request to provide a cycle-based 

compliance time because UPS did not 

provide any data to support a particular 

cycle-based compliance time. Boeing 

and Rolls-Royce provided risk analyses 

and recommended corrective action 

based on a prescribed calendar-based 

compliance time. At the time we 

developed the NPRM (77 FR 69242, 

October 19, 2012), Boeing and RollsRoyce stated there were no reliable data 

to support a risk analysis based on cycle 

and time usage, e.g., tracking (1) 

ownership of air intake cowls, (2) which 

airplane a particular engine air intake 

cowl had been installed on, (3) which 

engine a particular air intake cowl had 

been installed on, and (4) the cycle or 

time usage on a certain air intake cowl. 

Thus, Boeing and Rolls-Royce decided 

to manage the interim solution as a fleet 

risk, requiring replacements at a specific 

time based on the air intake cowl serial 

number. 

However, if any operator has 

complete data on its air intake cowl 

usage and substantiating data to justify 

a cycle-based compliance time, then 

that operator may apply for approval of 

an AMOC in accordance with the 

provisions of paragraph (l) of this AD. 

We have not changed this final rule in 

this regard. 

Requests for Extension of Compliance 

Time 

FedEx and US Airways requested we 

extend the proposed compliance time 

from 12 months to 24 months. Both 

suggested this revised compliance time 

be applied for the cowls having the 

oldest serial numbers (4001 through 

4121). US Airways stated that the older 

cowls are likely to have had a recent 

shop visit in which damaged 

components have been detected and 

repaired. Both stated that neither the 

manufacturer nor overhaul vendors 

could provide kits or manpower to 

accomplish the tasks. 

We infer that the commenters are 

referring to paragraph (h)(1) of the 

NPRM (77 FR 69242, October 19, 2012). 

We disagree with the requests to extend 

the specified compliance time since 

Rolls-Royce and Bombardier have 

verified that adequate parts and repair 

facility capacity are available to support 

the compliance time of this final rule. 

Paragraph (l) of this AD provides 

operators the opportunity to request 

approval of an AMOC if data are 

presented that prove an alternative 

compliance time will provide an 

acceptable level of safety. We have not 

changed this final rule in this regard. 

Request To Use Supplemental Type 

Certificate (STC) Completion Date as 

Initial Accomplishment of Forward 

Bulkhead Replacement 

AAL stated if the operator suspects 

the Bombardier Aerospace E4X STC was 

applied to the nose cowl, but the data 

plate does not reflect it, the operator 

should contact Bombardier to determine 

if that particular serial number nose 

cowl had the STC applied. AAL stated 

if the STC was done, then that date can 

be used as the initial accomplishment of 

the forward bulkhead replacement. 

We disagree with the request. We 

infer from AAL’s statement that AAL 

incorrectly assumes that Bombardier 

Aerospace STC ST02102NY (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/

$FILE/ST02102NY.pdf) specifies the 

replacement of the forward bulkhead 

assembly. Bombardier Aerospace STC 

ST02102NY specifies replacement of the 

metal intake barrel liner in the 535E4 

Dyna-Rohr inlet series with a composite 

intake barrel liner; and also specifies the 

embodiment of new double thickness 

insulation blankets, additional intake 

barrel support brackets, a 50,000 series 

engine ring, lipskin main diffuser and 

joints, primary assembly inner rear 

angles and joints, and a bonding strap, 

among other associated changes. 

Bombardier Aerospace STC ST02102NY 

does not replace the forward bulkhead 

assembly of the air intake cowl. 

However, for operators having 

sufficient repair records for the 

replacement of a forward bulkhead 

assembly, paragraph (l) of this AD 

provides the opportunity to request 

approval of an AMOC if data are 

presented to show that the work 

accomplished is equivalent to the 

applicable replacement required by this 

final rule. We have not changed this 

final rule in this regard. 

Requests To Clarify Compliance Time 

on Previously Reworked Air Intake 

Cowls 

Rolls-Royce and Boeing requested the 

compliance time specified in paragraph 

(g) of the NPRM (77 FR 69242, October 

19, 2012) be modified by removing the 

phrase ‘‘or within 12 months after the 

effective date of this AD, whichever is 

later’’ and replacing it with a different 

compliance time. 

Boeing stated that the risk assessment 

used to develop the compliance times 

did not account for any previous air 

intake cowl replacement and assumed 

all air intake cowls would be replaced 

by a phased compliance time. 

Rolls-Royce stated that air intake 

cowls that previously had parts replaced 

with the applicable kits would only 

need to be replaced again within 144 

months since the last replacement, or 

according to the phased compliance 

times specified in paragraph (h) of the 

NPRM (77 FR 69242, October 19, 2012), 

whichever is later. Rolls-Royce stated 

the compliance times specified in 

paragraph (g) of the NPRM would 

penalize the operators that had 

previously performed the required 

actions. 

We agree with the commenters’ 

requests to revise the specified 

compliance time. Operators that had 

previously replaced air intake cowl 

parts should not be penalized by having 

to comply with this AD sooner than 

operators that had not done any 

replacement. For consistency with the 

compliance time recommended by the 

manufacturer, we have removed the 

phrase ‘‘or within 12 months after the 

effective date of this AD, whichever is 

later’’ in paragraph (g) of this final rule 

and replaced it with the phrase ‘‘or 

according to the applicable time 

specified in paragraphs (h)(1) through 

(h)(12) of this AD, whichever is later.’’ 

Requests To Allow Repairs Using 

Original Equipment Manufacturer 

(OEM) Data 

AAL and FedEx requested the NPRM 

(77 FR 69242, October 19, 2012) contain 

a statement about future repairs 

allowing operators the ability to do 

structural repairs of the forward 

bulkhead using OEM/owner/operator 

manuals and specifications using OEM/ 

owner/operator manufactured 

replacement parts in the event of a 

premature forward bulkhead failure. 

Clarification is needed regarding 

allowing operators to do future 

structural repairs of the forward 

bulkhead. We infer from the comments 

that the commenters are requesting to 

perform bulkhead repairs without the 

need to apply for approval of AMOCs to 

do those repairs. After accomplishing 

the actions required by this AD, future 

maintenance and/or preventive 

maintenance under 14 CFR part 43 is 

permitted provided the maintenance 

does not result in changing the ADmandated configuration (reference 14 

CFR 39.7). 

For repairs that do change the ADmandated configuration, paragraph (l)(3) 

of this AD allows repair methods to be 

approved by Boeing Commercial 

Airplanes Organization Designation 

Authorization (ODA) that has been 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 30011 

authorized by the Manager, Seattle 

Aircraft Certification Office (ACO), to 

make those findings. We have not 

changed this AD in this regard. 

Requests for Correction of 

Typographical Error 

Boeing, FedEx, AAL, and US Airways 

requested we correct ‘‘535EX’’ cowls to 

‘‘535E4X’’ cowls for referring to air 

intake cowls that have been modified 

using Bombardier Aerospace STC 

ST02102NY (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/

$FILE/ST02102NY.pdf) in paragraphs 

(g), (h), and (i) of the NPRM (77 FR 

69242, October 19, 2012). FedEx stated 

this typo also exists in the Relevant 

Service Information section of the 

preamble of the NPRM. 

We agree. We have changed 

paragraphs (g), (g)(1), and (h) of this 

final rule to refer to ‘‘535E4X’’ cowls. In 

addition, we removed the introductory 

phrase that appeared in paragraph (i) of 

the NPRM (77 FR 69242, October 19, 

2012), which included the incorrect 

cowl reference. However, because the 

Relevant Service Information section is 

not restated in the preamble of this final 

rule, we have not made any change to 

the preamble of this final rule in that 

regard. 

Requests for a Way To Clearly Identify 

Air Intake Cowls 

AAL and FedEx requested a clear 

means of identifying E4X air intake 

cowls on which Bombardier Aerospace 

STC ST02102NY (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/

$FILE/ST02102NY.pdf) has been 

applied to the air intake cowl. AAL and 

FedEx stated, in two cases where 

Bombardier Aerospace STC ST02102NY 

was applied to AAL’s air intake cowl, 

the data plate should have been labeled 

‘‘CSRSCH1001,’’ but it was not. AAL 

stated that, if the data plate does not 

reflect it, the operator should contact 

Bombardier to determine if a particular 

serial number nose cowl had the STC 

applied. 

We infer from AAL’s and FedEx’s 

statements that, if air intake cowls 

modified by Bombardier Aerospace STC 

ST02102NY (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/

$FILE/ST02102NY.pdf) are not clearly 

identified, an operator could 

inadvertently use the wrong service 

bulletin. If the data plate does not 

clearly identify the air intake cowl as an 

E4X cowl, an operator must determine 

the correct identification through the 

airplane’s records. We agree with AAL’s 

comment that contacting the holder of 

the STC might be an appropriate means 

to determine if the air intake cowl is one 

that had the STC applied. No change 

has been made to this final rule in this 

regard. 

Request To Allow Use of Undrilled 

Parts 

AAL requested that the referenced 

service information be revised to allow 

the use of undrilled parts in place of 

certain drilled parts. AAL noted that 

Bombardier has delivered kits that 

included the correct part with no pilot 

holes. 

We do not agree to delay issuance of 

this final rule until revised service 

information can be approved and 

released. However, we agree with the 

commenter’s request to allow use of 

undrilled parts. After our discussion 

with the manufacturers, we have 

determined the following parts are 

acceptable for use: undrilled attachment 

angles and attachment angle joints 

having a part number with a suffix ‘U’; 

undrilled attachment angles, attachment 

angle joints, diaphragm segments and 

reinforcing plate that have a trim 

allowance left, having a part number 

with a suffix ‘S’; and rib stiffeners, with 

pilot holes and trim allowance left, that 

have a part number with a suffix ‘S.’ 

These separate/loose kit parts used for 

accomplishment of this final rule must 

be undrilled or with just the pilot holes 

present prior to modification. While 

accomplishing the repair, the final size 

holes must be drilled and, where 

applicable, the parts must be trimmed 

with reference to the removed parts or 

to the retained existing structure. 

We have added a new paragraph (k) 

to this final rule to allow the use of 

certain undrilled parts, undrilled parts 

with trim allowance remaining, or parts 

with pilot holes and trim allowance 

remaining that are supplied as separate/ 

loose kit parts, and that have a part 

number with an ‘S’ or ‘U’ suffix in place 

of the plain part number specified in 

Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, 

excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, 

dated June 20, 2013; and Bombardier 

Alert Non-Modification Service Bulletin 

RB211–E4–A1003, Revision 3, dated 

February 4, 2014. We have redesignated 

subsequent paragraphs accordingly. 

Requests for Removing Non-Existent 

Engine Reference 

Boeing and Rolls-Royce requested we 

remove the reference to ‘‘–535E4X’’ 

engines from paragraph (c) of the NPRM 

(77 FR 69242, October 19, 2012). 

We agree with the commenters’ 

request. There are no engines with a 

–535E4X designation. Therefore, we 

have removed the reference to –535E4X 

engines from paragraph (c) of this final 

rule. 

Request To Reference Air Intake Cowl 

Part Numbers and Serial Numbers 

Boeing requested we revise the NPRM 

(77 FR 69242, October 19, 2012) to 

reference the inlet cowl part number 

and serial number series instead of the 

Dyna-Rohr standard and the Bombardier 

standard when referring to the different 

inlet configurations in paragraphs (g)(2) 

and (g)(3) of the NPRM. Boeing stated 

this provides positive identification of 

the inlet configurations. 

We disagree with the request. Proper 

identification of part and serial numbers 

will avoid confusion for compliance 

with this final rule. However, inserting 

all the specific part and serial numbers 

in this final rule would duplicate 

required information that is already 

contained in the referenced service 

information. No change has been made 

to this final rule in this regard. 

Request To Revise Certain Terminology 

US Airways requested we change the 

word ‘‘replace’’ to the word ‘‘repair’’ in 

the identification of affected airplanes 

in paragraph (g) of the NPRM (77 FR 

69242, October 19, 2012). Also, US 

Airways requested we change the terms 

‘‘replacement of the air intake cowl,’’ 

‘‘replacement,’’ and ‘‘replace,’’ in 

multiple locations of the NPRM to 

‘‘accomplishment of the applicable 

service bulletin on the inlet cowl.’’ 

US Airways stated that the word 

‘‘repair’’ is a more accurate description 

of the action taken on the inlet cowl to 

incorporate the referenced service 

information. US Airways stated that 

clarifying the wording would aid 

operators in tracking accomplishment of 

the NPRM (77 FR 69242, October 19, 

2012), and added that the wording 

change would prevent confusion 

between requiring the replacement of 

the forward bulkhead parts versus 

replacement of the inlet cowl itself. 

We partially agree. We disagree with 

changing the term ‘‘replaced’’ to 

‘‘repaired’’ because that change in 

terminology is inaccurate. We agree that 

this final rule should be modified 

because accomplishment of the 

applicable service information on an air 

intake cowl addresses the unsafe 

condition. We, therefore, have revised 

paragraphs (g) and (h) of this final rule 

by adding the words, ‘‘replace the air 

intake cowl with a cowl which has had 


emcdonald on DSK67QTVN1PROD with RULES
30012 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

the forward bulkhead assembly, TAI 

spray ring assembly, and associated 

attachment fittings of the air intake cowl 

replaced using a kit or new parts,’’ to 

provide a more accurate description of 

what is required. 

Request for Credit Using Unpublished 

Service Information 

UAL requested credit for work for 

previous inspections and repairs on 

affected cowls using Rolls-Royce Alert 

Non-Modification Service Bulletin 

RB.211–71–AG242 (no revision or date 

given). UAL stated this service 

information recommends an extension 

of 72 months for the initial repetitive 

replacement. UAL stated that over fifty 

percent of its inlets have been repaired 

or overhauled, and most air intake cowl 

inlets have had the bulkhead inspected 

and cracks repaired by replacement of 

individual structural parts. 

We disagree. The only applicable and 

allowable service information for Model 

757 airplanes with Rolls-Royce engines 

is Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698. 

Rolls-Royce has informed us that RollsRoyce Alert Non-Modification Service 

Bulletin RB.211–71–AG242 was never 

officially published. We have not 

reviewed that service information to 

determine whether it is equivalent to 

Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698. 

Thus, we cannot provide credit for work 

that was accomplished using RollsRoyce Alert Non-Modification Service 

Bulletin RB.211–71–AG242. For 

operators having sufficient repair 

records for the bulkhead assembly of an 

air intake cowl, paragraph (l) of this AD 

provides the opportunity to request 

approval of an AMOC if data are 

presented that show that previous work 

accomplished was equivalent to the 

work specified by Rolls-Royce Alert 

Non-Modification Service Bulletin 

RB.211–71–AG698. We have not 

changed this final rule in this regard. 

Request for Credit Through Extension 

of Compliance Time 

FedEx requested credit for any 

previous inspections or repairs by being 

allowed an extension of the compliance 

time proposed in the NPRM (77 FR 

69242, October 19, 2012). FedEx stated 

that all of its inlet cowls had been 

inspected and any damage to inlet cowl 

bulkheads had been repaired during 

regular maintenance intervals. 

We disagree with the commenter’s 

request because we do not know if 

previous repairs or inspections are 

equivalent to the requirements specified 

by this final rule. For operators having 

sufficient repair records for the 

bulkhead assembly of an air intake 

cowl, paragraph (l) of this AD provides 

the opportunity to request approval of 

an AMOC if data are presented that 

show that previous work accomplished 

is equivalent to the work specified in 

Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698. We 

have not changed this final rule in this 

regard. 

Request To Revise Service Bulletin 

Citation 

Rolls-Royce requested we revise the 

NPRM (77 FR 69242, October 19, 2012) 

to refer to the Rolls-Royce RB.211–71– 

AG698 publication as ‘‘Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698.’’ 

We agree with the commenter’s 

request because the service information 

includes the words ‘‘Alert NonModification’’ in the title. We have 

revised the title of the Rolls-Royce 

service information throughout this 

final rule accordingly. We have also 

changed the reference to the Bombardier 

RB211–E4–A1003 publication to 

‘‘Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003,’’ in 

a similar manner, throughout this final 

rule. 

Requests To Allow the Use of Later 

Revisions of Service Information 

FedEx and AAL requested that the 

NPRM (77 FR 69242, October 19, 2012) 

contain a general statement allowing the 

use of subsequent FAA-approved 

revisions of the service information as 

acceptable methods of compliance for 

the NPRM. 

We disagree with the commenters’ 

request. Allowing the use of later 

revisions of service documents in an AD 

is not allowed by the Office of the 

Federal Register regulations for 

approving materials incorporated by 

reference. Affected operators may, 

however, request approval to use a later 

revision of referenced service 

information as an AMOC in accordance 

with the procedures specified in 

paragraph (l) of this final rule. We have 

not changed this final rule in this 

regard. 

Requests To Resolve Issues Relating to 

Warranty Coverage and Published Cost 

Data 

AAL and FedEx requested that 

warranty considerations be included in 

the Costs of Compliance of the NPRM 

(77 FR 69242, October 19, 2012) to 

remove the economic burden of the 

NPRM on the operators. AAL, UAL, and 

FedEx stated that the bulkhead is a 

flawed design. UAL stated that to 

replace the flawed bulkhead every 144 

months with a bulkhead of the same 

flawed design is expensive and does not 

solve the inherent design problem. 

FedEx and AAL noted that the cost of 

parts kits purchased from Bombardier is 

unreasonably high, and that Bombardier 

charges higher costs for kits if an 

operator does not use Bombardier’s 

services and facilities to perform the 

work. FedEx added that the NPRM (77 

FR 69242, October 19, 2012) addresses 

a safety issue and that parts costs should 

not be governed by business tactics or 

profits. 

We find that no change to the final 

rule is necessary in this regard. 

Warranties are not regulated by the 

FAA. We use manufacturer-quoted parts 

costs provided in referenced service 

information in our calculation of the 

Costs of Compliance. We are not aware 

of any warranty remedies for the actions 

required by this final rule. 

Statement Regarding the Installation of 

Winglets 

Aviation Partners Boeing (APB) stated 

that accomplishing the supplemental 

type certificate STC ST01518SE (http:// 

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

48e13cdfbbc32cf4862576a4005d308b/

$FILE/ST01518SE.pdf) does not affect 

the actions specified in the NPRM (77 

FR 64242, October 19, 2012). 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

NPRM as (c)(1) and added new 

paragraph (c)(2) to this final rule to state 

that the designation of (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

48e13cdfbbc32cf4862576a4005d308b/

$FILE/ST01518SE.pdf) does not affect 

the ability to accomplish the actions 

required by this final rule. Therefore, for 

airplanes on which STC ST01518SE is 

installed, a ‘‘change in product’’ 

alternative method of compliance 

(AMOC) approval request is not 

necessary to comply with the 

requirements of 14 CFR 39.17. 

Explanation of Change Made to This 

Final Rule 

We have changed paragraph (i) of this 

final rule to allow credit for actions 

done before the effective date of this AD 

using Rolls-Royce Alert NonModification Service Bulletin RB.211– 

71–AG698, dated October 14, 2011; and 

Revision 1, dated September 28, 2012. 

Since we issued the NPRM (77 FR 

69242, October 19, 2012), we have 

received updated service information 

from Bombardier. Bombardier Alert 

Non-Modification Service Bulletin 

RB211–E4–A1003, Revision 3, dated 

February 4, 2014, corrects part number 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 30013 

errors contained in previous service 

information. 

We also revised paragraph (i) of this 

AD to allow credit for actions done 

previously using Bombardier Alert NonModification Service Bulletin RB211– 

E4–A1003, dated June 27, 2012; 

Revision 1, dated August 15, 2012; and 

Revision 2, dated December 5, 2012, 

provided that where this service 

information specifies part number 

LJ35479, quantity of two, part numbers 

LJ50537 and LJ50538, quantity of one 

each, be used. Also, where this service 

information specifies part number 

LJ35482, use part number LJ50535, and 

where this service information specifies 

part number LJ35483, use part number 

LJ50536. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

64242, October 19, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 64242, 

October 19, 2012). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Interim Action 

We consider this AD interim action 

due to on-going investigation into the 

nature, cause, and extent of the 

cracking. If final action is later 

identified, based on the results of the 

investigation, we might consider further 

rulemaking then. 

Costs of Compliance 

We estimate that this AD affects 332 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Replace left-side air intake cowl components.Up to 252 work-hours × $85 per hour 

= $21,420 per replacement.

Up to $158,760 ..... Up to $180,180 

per replacement.

Up to $59,819,760. 

Replace right-side air intake cowl components.Up to 252 work-hours × $85 per hour 

= $21,420 per replacement.

Up to $158,760 ..... Up to $180,180 

per replacement.

Up to $59,819,760. 

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. 

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): 

2014–09–07 The Boeing Company: 

Amendment 39–17842; Docket No. 

FAA–2012–1103; Directorate Identifier 

2012–NM–131–AD. 

(a) Effective Date 

This AD is effective July 1, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

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

and –300 series airplanes, certificated in any 

category, equipped with Rolls-Royce RB211– 

535E4, –535E4–B, and –535E4–C engines; or 

with Rolls-Royce RB211–535E4, –535E4–B, 

and –535E4–C engines that have air intake 

cowls that were modified by Bombardier 

Aerospace Supplemental Type Certificate 

(STC) ST02102NY (http://rgl.faa.gov/

Regulatory_and_Guidance_Library/rgstc.nsf/

0/256325188c3b1f2f8625705f004dd977/

$FILE/ST02102NY.pdf), commonly known as 

535E4X cowls. 

(2) Installation of supplemental type 

certificate (STC) ST01518SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

48e13cdfbbc32cf4862576a4005d308b/$FILE/

ST01518SE.pdf) does not affect the ability to 

accomplish the actions required by this AD. 

Therefore, for airplanes on which STC 

ST01518SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 71, Powerplant. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking of the forward bulkhead web, web 

stiffeners, attachment angles, and thermal 


emcdonald on DSK67QTVN1PROD with RULES
30014 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

anti-ice (TAI) spray ring assemblies of the 

engine air intake cowl. We are issuing this 

AD to prevent the failure of air intake cowl 

components due to cracking, which could 

result in the air intake cowl separating from 

the engine and striking critical airplane 

control surfaces that could result in a loss of 

airplane control; severe engine damage, and 

loss of thrust; or large parts striking a person 

or property on the ground. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replacement of Air Intake Cowl Forward 

Bulkhead Assemblies Previously 

Disassembled 

For airplanes on which the air intake cowls 

were replaced before the effective date of this 

AD using a kit or parts identified in 

paragraph (g)(1), (g)(2), or (g)(3) of this AD: 

Within 144 months since replacement of the 

air intake cowl, or according to the 

applicable time specified in paragraphs (h)(1) 

through (h)(l2) of this AD, whichever is later, 

replace the air intake cowl with a cowl which 

has had the forward bulkhead assembly, TAI 

spray ring assembly, and associated 

attachment fittings of the air intake cowl 

replaced using a kit or new parts, in 

accordance with the Accomplishment 

Instructions of Bombardier Alert NonModification Service Bulletin RB211–E4– 

A1003, Revision 3, dated February 4, 2014 

(for engines with air intake cowls modified 

by Bombardier Aerospace STC ST02102NY 

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

Guidance_Library/rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/$FILE/

ST02102NY.pdf, commonly known as a 

535E4X cowls); or Rolls-Royce Alert NonModification Service Bulletin RB.211–71– 

AG698, excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, dated 

June 20, 2013 (for engines having Dyna-Rohr 

or Bombardier standard air intake cowls). 

Repeat the replacement thereafter at intervals 

not to exceed 144 months. 

(1) RB211–E4A1003KIT, or all the parts 

listed in Appendix 3 of Bombardier Alert 

Non-Modification Service Bulletin RB211– 

E4–A1003, Revision 3, dated February 4, 

2014 (for engines with air intake cowls 

modified by Bombardier Aerospace STC 

ST02102NY (http://rgl.faa.gov/Regulatory_

and_Guidance_Library/rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/$FILE/

ST02102NY.pdf, commonly known as a 

535E4X cowls). 

(2) RB211–71–AG698–E4KIT, or all the 

parts listed in Appendix 3 of Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, Revision 2, dated June 

20, 2013 (for engines with Dyna-Rohr 

standard air intake cowls). 

(3) RB211–71–AG698–E4BKIT, or all the 

parts listed in Appendix 4 of Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, Revision 2, dated June 

20, 2013 (for engines with Bombardier 

standard air intake cowls). 

(h) Replacement of In-Service Air Intake 

Cowl Complete Forward Bulkhead 

Assemblies 

For airplanes other than those identified in 

paragraph (g) of this AD: At the applicable 

time specified in paragraphs (h)(1) through 

(h)(12) of this AD, replace the air intake cowl 

with a cowl which has had the forward 

bulkhead assembly, TAI spray ring assembly, 

and associated attachment fittings of the air 

intake cowl replaced using a kit or new parts, 

in accordance with the Accomplishment 

Instructions of Bombardier Alert NonModification Service Bulletin RB211–E4– 

A1003, Revision 3, dated February 4, 2014 

(for engines with air intake cowls modified 

by Bombardier Aerospace STC ST02102NY 

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

Guidance_Library/rgstc.nsf/0/

256325188c3b1f2f8625705f004dd977/$FILE/

ST02102NY.pdf, commonly known as a 

535E4X cowls); or Rolls-Royce Alert NonModification Service Bulletin RB.211–71– 

AG698, excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, dated 

June 20, 2013 (for engines with Dyna-Rohr or 

Bombardier standard air intake cowls). 

Repeat the replacement thereafter at intervals 

not to exceed 144 months. 

(1) For airplanes with air intake cowls 

having serial numbers 4001 through 4121 

inclusive: Replace within 12 months after the 

effective date of this AD. 

(2) For airplanes with air intake cowls 

having serial numbers 4122 through 4241 

inclusive: Replace within 24 months after the 

effective date of this AD. 

(3) For airplanes with air intake cowls 

having serial numbers 4242 through 4361 

inclusive: Replace within 36 months after the 

effective date of this AD. 

(4) For airplanes with air intake cowls 

having serial numbers 4362 through 4481 

inclusive: Replace within 48 months after the 

effective date of this AD. 

(5) For airplanes with air intake cowls 

having serial numbers 4482 through 4484 

inclusive: Replace within 60 months after the 

effective date of this AD. 

(6) For airplanes with air intake cowls 

having serial numbers 9001 through 9117 

inclusive: Replace within 60 months after the 

effective date of this AD. 

(7) For airplanes with air intake cowls 

having serial numbers 9118 through 9237 

inclusive: Replace within 72 months after the 

effective date of this AD. 

(8) For airplanes with air intake cowls 

having serial numbers 9238 through 9357 

inclusive: Replace within 84 months after the 

effective date of this AD. 

(9) For airplanes with air intake cowls 

having serial numbers 9358 through 9477 

inclusive: Replace within 96 months after the 

effective date of this AD. 

(10) For airplanes with air intake cowls 

having serial numbers 9478 through 9597 

inclusive: Replace within 108 months after 

the effective date of this AD. 

(11) For airplanes with air intake cowls 

having serial numbers 9598 through 9717 

inclusive: Replace within 120 months after 

the effective date of this AD. 

(12) For airplanes with air intake cowls 

having serial numbers 9718 through 9786 

inclusive: Replace within 132 months after 

the effective date of this AD. 

(i) Credit for Previous Actions 

(1) This paragraph provides credit for 

actions required by paragraphs (g) and (h) of 

this AD, if those actions were performed 

before the effective date of this AD using the 

applicable service information specified in 

paragraphs (i)(1)(i) through (i)(1)(v) of this 

AD, which are not incorporated by reference 

in this AD. 

(i) Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, dated 

October 14, 2011. 

(ii) Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, 

Revision 1, dated September 28, 2012. 

(iii) Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, dated 

June 27, 2012, except as required by 

paragraph (i)(2) of this AD. 

(iv) Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, Revision 

1, dated August 15, 2012, except as required 

by paragraph (i)(2) of this AD. 

(v) Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, Revision 

2, dated December 5, 2012, except as 

required by paragraph (i)(2) of this AD. 

(2) Where Bombardier Alert NonModification Service Bulletin RB211–E4– 

A1003, dated June 27, 2012; Revision 1, 

dated, August 15, 2012; or Revision 2, dated 

December 5, 2012; specifies part number 

LJ35479, quantity of two, use part numbers 

LJ50537 and LJ50538, quantity of one each. 

Where Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, dated 

June 27, 2012; Revision 1, dated, August 15, 

2012; or Revision 2, dated December 5, 2012; 

specifies part number LJ35482, use part 

number LJ50535; and where the service 

information specifies part number LJ35483, 

use part number LJ50536. 

(j) No Reporting Requirement 

Although Bombardier Alert NonModification Service Bulletin RB211–E4– 

A1003, Revision 3, dated February 4, 2014; 

and Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, 

excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, dated 

June 20, 2013; specify to submit certain 

information to the manufacturer, this AD 

does not include that requirement. 

(k) Exception to Service Information 

Regarding Use of Parts 

Where Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, 

excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, dated 

June 20, 2013; and Bombardier Alert NonModification Service Bulletin RB211–E4– 

A1003, Revision 3, dated February 4, 2014; 

specify part numbers that lack a suffix, this 

AD allows the use of parts specified in 

paragraphs (k)(1) through (k)(3) of this AD, 

but does not allow use of pre-drilled parts 

when they are sold or delivered as separate 

parts and are not part of a forward bulkhead 

assembly kit. The parts used for 

accomplishment of this AD must be 

undrilled, or must only have pilot holes 

present prior to the repair accomplishment. 

While accomplishing the repair, the final size 

holes must be drilled and, where applicable, 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 30015 

the parts must be trimmed with reference to 

the removed parts or to the retained existing 

structure, in accordance with the 

Accomplishment Instructions of Rolls-Royce 

Alert Non-Modification Service Bulletin 

RB.211–71–AG698, excluding Appendix 1 

and including Appendices 2, 3, and 4, 

Revision 2, dated June 20, 2013; and 

Bombardier Alert Non-Modification Service 

Bulletin RB211–E4–A1003, Revision 3, dated 

February 4, 2014. 

(1) Undrilled attachment angles and 

attachment angle joints having a part number 

with a suffix ‘U.’ 

(2) Undrilled attachment angles, 

attachment angle joints, diaphragm segments 

and reinforcing plate that have a trim 

allowance left, having a part number with a 

suffix ‘S.’ 

(3) Rib stiffeners, with pilot holes and trim 

allowance left, having a part number with a 

suffix ‘S.’ 

(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 Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6501; fax: (425) 917–6590; 

email: kevin.nguyen@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraphs (n)(3), (n)(4), and (n)(5) of this 

AD. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Bombardier Alert Non-Modification 

Service Bulletin RB211–E4–A1003, Revision 

3, dated February 4, 2014. 

(ii) Rolls-Royce Alert Non-Modification 

Service Bulletin RB.211–71–AG698, 

excluding Appendix 1 and including 

Appendices 2, 3, and 4, Revision 2, dated 

June 20, 2013. (The revision level of this 

document is identified in the transmittal 

pages only.) 

(3) For Rolls-Royce service information 

identified in this AD, contact Rolls-Royce 

plc, P.O. Box 31, Derby, DE24 8BJ, United 

Kingdom; telephone 011 44 1332 242424; fax 

011 44 1332 249936; email http://www.rollsroyce.com/contact/civil_team.jsp; Internet 

https://www.aeromanager.com. 

(4) For Bombardier service information 

identified in this AD, contact Short Brothers, 

Airworthiness, P.O. Box 241, Airport Road, 

Belfast, BT3 9DZ, Northern Ireland; 

telephone +44(0)2890–462469; fax 

+44(0)2890–468444; Internet http://www.

bombardier.com. 

(5) You may view this 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. 

(6) You may view this 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 18, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–09835 Filed 5–23–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0306; Directorate 

Identifier 2013–SW–046–AD; Amendment 

39–17850; AD 2014–10–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters (Type Certificate 

Previously Held By Eurocopter France) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Airbus Helicopters Model AS332L1 and 

Model EC225LP helicopters. This AD 

requires relocating the power supply 

circuit breaker source of one engine’s 

multi-purpose air intake (MPAI). This 

AD is prompted by a report that power 

loss to the MPAI could open the engine 

air intakes, which could result in engine 

ice ingestion during flight in icing 

conditions. These actions are intended 

to prevent ice ingestion by both engines, 

which could result in complete loss of 

engine thrust, and possible loss of 

control of the helicopter. 

DATES: This AD becomes effective June 

11, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of June 11, 2014. 

We must receive comments on this 

AD by July 28, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address 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 or in person at the 

Docket Operations Office between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the European 

Aviation Safety Agency (EASA) AD, any 

incorporated by reference service 

information, any comments received, 

and other information. The street 

address for the Docket Operations Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

For service information identified in 

this AD, contact Airbus Helicopters, 

Inc., 2701 N. Forum Drive, Grand 

Prairie, TX 75052; telephone (972) 641– 

0000 or (800) 232–0323; fax (972) 641– 

3775; or at http://

www.airbushelicopters.com/techpub. 

You may review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

FOR FURTHER INFORMATION CONTACT: 

George Schwab, Aviation Safety 


emcdonald on DSK67QTVN1PROD with RULES