Federal Register / Vol. 81, No. 227 / Friday, November 25, 2016 / Rules and Regulations 85129 

(f) Required Actions 

(1) Before further flight and thereafter at 

the following intervals, check the TGB oil 

level: 

(i) For Model SA–365N1, AS–365N2, and 

AS 365 N3 helicopters, at intervals not to 

exceed 10 hours time-in-service (TIS). 

(ii) For Model SA366G1 helicopters, before 

the first flight of each day. 

(iii) For Model EC 155B and EC155B1 

helicopters, at intervals not to exceed 15 

hours TIS. 

(iv) The actions required by paragraph 

(f)(1) of this AD may be performed by the 

owner/operator (pilot) holding at least a 

private pilot certificate and must be entered 

into the aircraft records showing compliance 

with this AD in accordance with 14 CFR 43.9 

(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). 

The record must be maintained as required 

by 14 CFR 91.417, 121.380, or 135.439. 

(2) If the oil level is not at maximum, 

before further flight, a qualified mechanic 

must fill it to the maximum level. 

(3) Within 15 hours TIS, replace the 

bearing P/N 704A33–651–093 or P/N 

704A33–651–104 with a bearing P/N 

704A33–651–245 or P/N 704A33–651–246. 

(4) Do not install bearing P/N 704A33– 

651–093 or P/N 704A33–651–104 on any 

helicopter. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: David Hatfield, 

Aviation Safety Engineer, Safety Management 

Group, Rotorcraft Directorate, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5116; email 9-ASWFTW-AMOC-Requests@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office, before 

operating any aircraft complying with this 

AD through an AMOC. 

(h) Additional Information 

(1) Airbus Helicopters Alert Service 

Bulletin No. AS365–01.00.67, No. EC155– 

04A014, and No. SA366–01.29, each 

Revision 0 and dated May 4, 2016, which are 

not incorporated by reference, contain 

additional information about the subject of 

this final rule. For service information 

identified in this AD, contact Airbus 

Helicopters, 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 a copy of the service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 10101 

Hillwood Pkwy, Room 6N–321, Fort Worth, 

TX 76177. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2016–0097R1, dated May 25, 2016. You 

may view the EASA AD on the Internet at 

http://www.regulations.gov by searching for 

and locating it in Docket No. FAA–2016– 

9396. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6520 Tail Rotor Gearbox. 

Issued in Fort Worth, Texas, on November 

2, 2016. 

Lance T. Gant, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2016–27638 Filed 11–23–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–5809; Directorate 

Identifier 2015–NM–055–AD; Amendment 

39–18709; AD 2016–23–02] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2006–19– 

12 for certain The Boeing Company 

Model 777–200 and –300 series 

airplanes. AD 2006–19–12 required 

inspecting the lower web of the aft 

fairing of the engine struts for any 

discoloration, and doing related 

investigative and corrective actions if 

necessary; inspecting the heat shield 

castings for any damage and doing 

corrective action if necessary; installing 

gap cover strips; and replacing 

insulation blankets with new insulation 

blankets. This new AD retains those 

requirements and also requires, 

depending on airplane configuration, 

one-time or repetitive detailed 

inspections for cracking and 

deformation, as applicable, of the aft 

fairing lower structure, and one-time or 

repetitive conductivity inspections of 

the aft fairing lower structure, and 

related investigative and corrective 

actions if necessary. This new AD also 

adds airplanes to the applicability. This 

AD was prompted by a report that an aft 

fairing lower spar web exceeded the 

allowable conductivity limits. We are 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective December 

30, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 30, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of October 30, 2006 (71 FR 

55727, September 25, 2006). 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Data & Services Management, 

P.O. Box 3707, MC 2H–65, Seattle, WA 

98124–2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.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. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

5809. 

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–2015– 

5809; 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: Sue 

Lucier, Aerospace Engineer, Propulsion 

Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; telephone: 425–917–6438; fax: 

425–917–6590; email: suzanne.lucier@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2006–19–12, 

Amendment 39–14769 (71 FR 55727, 

September 25, 2006) (‘‘AD 2006–19– 

12’’). AD 2006–19–12 applied to certain 

Boeing Model 777–200 and –300 series 

airplanes. The NPRM published in the 

Federal Register on November 20, 2015 

(80 FR 72621) (‘‘the NPRM’’). The 

NPRM was prompted by a report that an 

aft fairing lower spar web exceeded the 

allowable conductivity limits. The 

NPRM proposed to continue to require 

inspecting the lower web of the aft 

fairing of the engine struts for any 


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discoloration, and doing related 

investigative and corrective actions if 

necessary; inspecting the heat shield 

castings for any damage and doing 

corrective action if necessary; installing 

gap cover strips; and replacing 

insulation blankets with new insulation 

blankets. The NPRM also proposed to 

require, depending on airplane 

configuration, one-time or repetitive 

detailed inspections for cracking and 

deformation, as applicable, of the aft 

fairing lower structure; one-time or 

repetitive conductivity inspections of 

the aft fairing lower structure; and 

related investigative and corrective 

actions if necessary. The NPRM also 

added airplanes to the applicability. We 

are issuing this AD to detect and correct 

degradation of the aft fairing lower web, 

which could lead to cracking of the web 

and could allow flammable fluids to 

leak into the heat shield pan castings, 

and increase the risk of an uncontained 

fire and subsequent structural damage. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Request To Exclude a Certain Line 

Number From the Applicability 

Boeing requested that we exclude line 

number (L/N) 940 from the applicability 

of the proposed AD. Boeing stated that 

the effectivity of Boeing Service Bulletin 

777–54–0026, Revision 2, dated January 

5, 2012; and Boeing Special Attention 

Service Bulletin 777–54–0038, dated 

March 6, 2015; erroneously included L/ 

N 940. 

Boeing commented that a 

modification (installation of new gap 

cover strip fillers, new Velcro strips, 

and improved aft fairing insulation 

blankets) was introduced in production 

starting on L/N 940. Boeing noted that 

Boeing Service Bulletin 777–54–0026, 

Revision 2, dated January 5, 2012, 

which is an optional terminating action 

in the proposed AD, specifies 

procedures for that modification. Boeing 

stated that, therefore, the proposed AD 

would mandate that the service 

information be accomplished for L/N 

940 even though the optional 

terminating action was already 

incorporated in production. Boeing 

commented that since the terminating 

action was incorporated in production 

for L/N 940, the unsafe condition stated 

in the proposed AD does not exist and 

the one-time inspection using Boeing 

Special Attention Service Bulletin 777– 

54–0038, dated March 6, 2015, is not 

required for that airplane. 

We agree with the commenter’s 

request. Since L/N 940 already has the 

terminating action incorporated during 

the airplane’s production, we have 

excluded L/N 940 from the applicability 

in paragraph (c) of this AD. 

Request To Change the Compliance 

Time 

Boeing requested that we change the 

compliance time in paragraph (j) of the 

proposed AD from ‘‘24 months after the 

effective date of this AD’’ to ‘‘750 days 

after the effective date of this AD.’’ 

Boeing stated that the compliance time 

of 750 days aligns with the proposed 

compliance time specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Special 

Attention Service Bulletin 777–54– 

0038, dated March 6, 2015. 

We disagree with the commenter’s 

request. The compliance time is 

expressed in months for ease of 

compliance time awareness. We 

converted days to months, and 750 days 

is equivalent to 24 months. We have not 

changed this AD in this regard. 

Request To Revise Inspection Language 

for Clarity 

Boeing requested that we revise 

paragraph (j) of the proposed AD to 

clarify that the detailed inspections of 

the aft fairing lower structure are 

intended to detect cracks and 

deformation, and the conductivity 

inspections of the aft fairing lower 

structure are intended to detect thermal 

degradation of the structure. 

We agree with the commenter’s 

request. We have revised paragraph (j) 

of this AD accordingly. 

Request To Address and Clarify 

Compliance for Certain Airplane 

Groups 

Air New Zealand requested that we 

clearly address compliance for certain 

airplane groups. Air New Zealand 

commented that we have not clearly 

addressed compliance in the proposed 

AD for Group 1, Configurations 2 and 4, 

airplanes; and Group 2, Configuration 2, 

airplanes. Air New Zealand stated it has 

airplanes that have accomplished the 

actions in Boeing Service Bulletin 777– 

54–0026, dated March 29, 2011; and 

Boeing Service Bulletin 777–54–0026, 

Revision 1, dated August 23, 2011; but 

have yet to accomplish the actions in 

Boeing Special Attention Service 

Bulletin 777–54–0038, dated March 6, 

2015. Air New Zealand stated that if 

Boeing Service Bulletin 777–54–0026, 

dated March 29, 2011; Boeing Service 

Bulletin 777–54–0026, Revision 1, dated 

August 23, 2011; or Boeing Service 

Bulletin 777–54–0026, Revision 2, dated 

January 5, 2012; have been 

accomplished, the terminating action in 

paragraph (k) of the proposed AD is 

achieved by accomplishing Boeing 

Special Attention Service Bulletin 777– 

54–0038, dated March 6, 2015. 

We partially agree with the 

commenter. We agree to clarify the 

airplane configurations to make the 

compliance requirements in paragraphs 

(j) and (k) of this AD easier to 

understand and follow. 

Although paragraph (j) of the 

proposed AD did not explicitly state the 

various configurations and groups for 

the initial inspection, it was intended 

that the initial inspection would be 

done for all airplanes and that the 

repetitive inspections would apply only 

to the configurations identified in 

paragraph (j) of the proposed AD in the 

sentence that specifies to do repetitive 

inspections. 

In paragraph (j)(1) of this AD, we have 

specified that the initial detailed 

inspections must be done for all 

configurations, including associated 

groups, within 24 months after the 

effective date of this AD. In paragraph 

(j)(2) of this AD, we have specified that 

repetitive inspections must be done 

(until the terminating action specified in 

paragraph (k) of this AD is done) for 

airplanes that belong to Group 1, 

Configurations l and 3, and for Group 2, 

Configuration 1, airplanes identified in 

Boeing Special Attention Service 

Bulletin 777–54–0038, dated March 6, 

2015. 

For Group 1, Configurations 2 and 4, 

airplanes, and Group 2, Configuration 2, 

airplanes identified in Boeing Special 

Attention Service Bulletin 777–54– 

0038, dated March 6, 2015, operators do 

not need to do the repetitive inspections 

on those airplanes. For those airplanes, 

the actions specified in Boeing Service 

Bulletin 777–54–0026 would have 

already been done and only the initial 

inspection required by paragraph (j)(1) 

of this AD would need to done. Note 

that those airplanes are listed in table 2 

of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service 

Bulletin 777–54–0038, dated March 6, 

2015, which does not specify repetitive 

inspections. 

We have modified paragraph (j) of this 

AD to clarify the airplane configurations 

by identifying which groups are 

affected. We have also modified 

paragraph (k) of this AD to 

accommodate the changes in paragraph 

(j) of this AD. 

Request To Use Boeing Information 

Notice 

Air New Zealand requested that we 

add Boeing Information Notice (IN) 

777–54–0038, IN 01, dated December 


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10, 2015 (‘‘Boeing IN 777–54–0038’’), to 

paragraph (j) of the proposed AD. Air 

New Zealand stated that the information 

notice shows the required parts needed 

to accomplish Boeing Special Attention 

Service Bulletin 777–54–0038, dated 

March 6, 2015. 

We acknowledge the intent of the 

commenter’s request. However, the 

parts identified in Boeing IN 777–54– 

0038 do not affect the unsafe condition 

or the requirements of this AD as Boeing 

IN 777–54–0038 contains 

interchangeability information and the 

alternate parts are not required. 

Therefore, operators can comply with 

paragraph (j) of this AD by 

accomplishing the actions specified in 

the Accomplishment Instructions of 

Boeing Special Attention Service 

Bulletin 777–54–0038, dated March 6, 

2015. In addition, it is not appropriate 

to cite Boeing INs as sources of service 

information in ADs because INs are not 

FAA-approved documents. We have not 

changed this final rule in this regard. 

Request To Clarify Required Actions 

Air New Zealand requested that we 

clarify the required actions in the 

proposed AD. Air New Zealand stated 

that it has airplanes on which the 

actions in Boeing Service Bulletin 777– 

54–0026, dated March 29, 2011; Boeing 

Service Bulletin 777–54–0026, Revision 

1, dated August 23. 2011; or Boeing 

Service Bulletin 777–54–0026, Revision 

2, dated January 5, 2012; has been 

accomplished, but the actions in Boeing 

Special Attention Service Bulletin 777– 

54–0038, dated March 6, 2015, have not 

been accomplished. Air New Zealand 

stated that it thinks if Boeing Service 

Bulletin 777–54–0026 has been 

previously complied with, terminating 

action is achieved once Boeing Special 

Attention Service Bulletin 777–54– 

0038, dated March 6, 2015, is 

accomplished. 

We agree to clarify the actions in this 

AD. We infer Air New Zealand is 

requesting credit for having done Boeing 

Service Bulletin 777–54–0026, dated 

March 29, 2011; or Boeing Service 

Bulletin 777–54–0026, Revision 1, dated 

August 23. 2011. Paragraph (k) of this 

AD describes terminating action for 

paragraph (j)(2) of this AD and refers to 

Boeing Service Bulletin 777–54–0026, 

Revision 2, dated January 5, 2012. We 

have added a new paragraph (l) to this 

AD to give credit for prior 

accomplishment of the actions in 

Boeing Service Bulletin 777–54–0026, 

dated March 29, 2011; and Boeing 

Service Bulletin 777–54–0026, Revision 

1, dated August 23, 2011. We have 

redesignated the subsequent paragraphs 

accordingly. 

Request To Clarify the Word ‘‘New’’ in 

the Proposed AD 

Boeing requested that we revise the 

Related Service Information under 1 

CFR part 51 paragraph of the NPRM and 

paragraph (k) of the proposed AD to 

replace the words ‘‘new aft fairing 

insulation blankets’’ with ‘‘improved aft 

fairing insulation blankets with new 

batting material.’’ Boeing stated that the 

insulation blankets specified in Boeing 

Service Bulletin 777–54–0026, Revision 

2, dated January 5, 2012, have improved 

thermal protection properties to the 

insulation blankets, as specified in 

Boeing Special Attention Service 

Bulletin 777–54–0021, Revision 1, dated 

March 16, 2006, due to being made from 

different materials. Boeing stated that, 

therefore, to avoid confusion between 

paragraphs (g)(4) and (k) of the proposed 

AD when referring to ‘‘new’’ insulation 

blankets, the distinction needs to be 

made. 

We agree with the commenter’s 

request. We have changed this final rule 

accordingly. 

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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Service Bulletin 

777–54–0026, Revision 2, dated January 

5, 2012. The service information 

describes procedures for a detailed 

inspection of the gap cover strips and 

heat shield pan castings for damage, 

corrective actions, and installation of 

new gap cover strip fillers, new Velcro 

strips, and improved aft fairing 

insulation blankets with new batting 

material. 

We also reviewed Boeing Special 

Attention Service Bulletin 777–54– 

0038, dated March 6, 2015. The service 

information describes procedures for 

one-time and repetitive detailed 

inspections for any cracking and 

deformation, as applicable, of the aft 

fairing lower structure; conductivity 

inspections of the aft fairing lower 

structure; and related investigative and 

corrective actions. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 99 

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 

Inspection and other actions [retained actions 

from AD 2006–19–12].

Up to 11 work-hours × $85 per hour 

= $935, depending on airplane 

configuration.

Up to $16,179, depending on airplane configuration.Up to $17,114, depending on airplane configuration.Up to $1,694,286, depending on airplane 

configuration. 

Inspections [new action] Up to 24 work-hours × $85 per hour 

= $2,040, depending on airplane 

configuration.

$0 .................................. Up to $2,040, depending on airplane configuration.Up to $201,960, depending on airplane 

configuration. 

We estimate the following costs to do 

any necessary related investigative and 

corrective actions that will be required 

based on the results of the inspection. 

We have no way of determining the 

number of aircraft that might need these 

inspections and replacements: 


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ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Related investigative actions ... Up to 36 work-hours × $85 per hour = 

$3,060, depending on airplane configuration.

$0 Up to $3,060, depending on airplane configuration. 

Corrective actions .................... Up to 38 work-hours × $85 per hour = 

$3,230, depending on airplane configuration.

$0 Up to $3,230, depending on airplane configuration. 

According to the manufacturer, all of 

the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

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 

We have determined that 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 

removing Airworthiness Directive (AD) 

2006–19–12, Amendment 39–14769 (71 

FR 55727, September 25, 2006), and 

adding the following new AD: 

2016–23–02 The Boeing Company: 

Amendment 39–18709; Docket No. 

FAA–2015–5809; Directorate Identifier 

2015–NM–055–AD. 

(a) Effective Date 

This AD is effective December 30, 2016. 

(b) Affected ADs 

This AD replaces AD 2006–19–12, 

Amendment 39–14769 (71 FR 55727, 

September 25, 2006) (‘‘AD 2006–19–12’’). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, –200LR, –300, –300ER, and 

777F series airplanes, certified in any 

category, as identified in Boeing Special 

Attention Service Bulletin 777–54–0038, 

dated March 6, 2015; except for line number 

940. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 54, Nacelles/pylons. 

(e) Unsafe Condition 

This AD was prompted by a report that an 

aft fairing lower spar web exceeded the 

allowable conductivity limits. An 

investigation concluded that wear to the pan 

casting and gap cover strips allowed 

increased heat into the aft fairing heat shield 

cavity. We are issuing this AD to detect and 

correct degradation of the aft fairing lower 

web, which could lead to cracking of the web 

and could allow flammable fluids to leak into 

the heat shield pan castings, and increase the 

risk of an uncontained fire and subsequent 

structural damage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection, Installation, and 

Replacement Actions, With No Changes 

This paragraph restates the actions 

required by paragraph (f) of AD 2006–19–12, 

with no changes. For Model 777–200 and 

–300 series airplanes identified in Boeing 

Special Attention Service Bulletin 777–54– 

0021, Revision 1, dated March 16, 2006: 

Except as provided by paragraph (h) of this 

AD, within 12 months after October 30, 2006 

(the effective date of AD 2006–19–12), do the 

actions specified in paragraphs (g)(1), (g)(2), 

(g)(3), and (g)(4) of this AD, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

777–54–0021, Revision 1, dated March 16, 

2006. 

(1) Do a general visual inspection of the 

lower web of the aft fairing for any 

discoloration and do any related investigative 

action. 

(2) Do a general visual inspection of the 

heat shield castings for any damage (crack(s), 

dent(s), gouge(s), warpage, fretting, or 

missing/loose nutplates). 

(3) Install gap cover strips on the heat 

shield pans. 

(4) Replace insulation blankets on the heat 

shield pans with new insulation blankets. 

(h) Retained Repair Instructions, With No 

Changes 

This paragraph restates the actions 

required by paragraph (g) of AD 2006–19–12, 

with no changes. If any damage, 

discoloration, heat damage, or crack is found 

during any inspection required by paragraph 

(g) of this AD: Before further flight, do all 

applicable corrective actions, in accordance 

with a method approved by the Manager, 

Seattle Aircraft Certification Office (ACO), 

FAA, or in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 777–54– 

0021, Revision 1, dated March 16, 2006. 

(i) Retained Credit for Previous Actions, 

With Revised Format 

This paragraph restates the credit provided 

by paragraph (h) of AD 2006–19–12, with a 

revised format. This paragraph provides 

credit for actions required by paragraph (g) of 

this AD, if those actions were performed 

before October 30, 2006 (the effective date of 

AD 2006–19–12), using Boeing Special 


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Attention Service Bulletin 777–54–0021, 

dated June 23, 2005, except where Boeing 

Special Attention Service Bulletin 777–54– 

0021, dated June 23, 2005, does not provide 

an international annealed copper standard 

(IACS) value for determining the results of 

the inspection for heat damage, the 

maximum acceptable IACS value is 42 

percent. 

(j) New Requirements: Detailed and 

Conductivity Inspections and Related 

Investigative and Corrective Actions 

(Repetitive Inspections for Certain 

Airplanes) 

(1) For Group 1, Configurations 1, 2, 3, and 

4, airplanes; and Group 2, Configurations 1 

and 2, airplanes; identified in Boeing Special 

Attention Service Bulletin 777–54–0038, 

dated March 6, 2015: Within 24 months after 

the effective date of this AD, do a detailed 

inspection of the aft fairing lower structure 

for any cracking and deformation, and do a 

conductivity inspection of the aft fairing 

lower structure for the IACS value (thermal 

degradation indication), as applicable, and 

do all applicable related investigative and 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 777–54– 

0038, dated March 6, 2015. Do all applicable 

related investigative and corrective actions 

before further flight. 

(2) For Group 1, Configurations 1 and 3, 

airplanes, and Group 2, Configuration 1, 

airplanes, identified in Boeing Special 

Attention Service Bulletin 777–54–0038, 

dated March 6, 2015: Repeat the inspections 

specified in paragraph (j)(1) of this AD 

thereafter at intervals not to exceed 24 

months until the terminating action specified 

in paragraph (k) of this AD is done. 

(k) Optional Terminating Action 

Accomplishing a detailed inspection of the 

gap cover strips and heat shield pan castings 

for damage and applicable corrective actions, 

and installation of new gap cover strip fillers, 

new Velcro strips, and improved aft fairing 

insulation blankets with new batting 

material, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–54–0026, Revision 2, 

dated January 5, 2012, prior to or 

concurrently with accomplishing detailed 

and conductivity inspections and all 

applicable related investigative and 

corrective actions required by paragraph (j)(1) 

of this AD, terminates the repetitive 

inspections specified in paragraph (j)(2) of 

this AD; except, where Boeing Service 

Bulletin 777–54–0026, Revision 2, dated 

January 5, 2012, specifies to contact the 

manufacturer, repair using a method 

approved in accordance with the procedures 

specified in paragraph (m) of this AD. 

(l) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (k) of this AD 

that are identified in Boeing Service Bulletin 

777–54–0026, Revision 2, dated January 5, 

2012, if those actions were performed before 

the effective date of this AD using Boeing 

Service Bulletin 777–54–0026, dated March 

29, 2011; or Boeing Service Bulletin 777–54– 

0026, Revision 1, dated August 23, 2011. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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 (n)(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 airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2006–19–12 

are approved as AMOCs for the 

corresponding provisions of paragraphs (g), 

(h), and (i) of this AD. 

(5) For service information that contains 

steps that are labeled as Required for 

Compliance (RC), the provisions of 

paragraphs (m)(5)(i) and (m)(5)(ii) of this AD 

apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. If a step or substep is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

substep. An AMOC is required for any 

deviations to RC steps, including substeps 

and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(n) Related Information 

(1) For more information about this AD, 

contact Sue Lucier, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone: 425–917–6438; fax: 

425–917–6590; email: suzanne.lucier@

faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (o)(5) and (o)(6) of this AD. 

(o) 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. 

(3) The following service information was 

approved for IBR on December 30, 2016. 

(i) Boeing Service Bulletin 777–54–0026, 

Revision 2, dated January 5, 2012. 

(ii) Boeing Special Attention Service 

Bulletin 777–54–0038, dated March 6, 2015. 

(4) The following service information was 

approved for IBR on October 30, 2006, 

Amendment 39–14769 (71 FR 55727, 

September 25, 2006). 

(i) Boeing Special Attention Service 

Bulletin 777–54–0021, Revision 1, dated 

March 16, 2006. 

(ii) Reserved. 

(5) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

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

5680; Internet https://www.myboeing

fleet.com. 

(6) You may view this service information 

at 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. 

(7) 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/ibr-locations.html. 

Issued in Renton, Washington, on October 

28, 2016. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–26809 Filed 11–23–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2016–6413; Airspace 

Docket No. 16–AWP–11] 

Establishment of Class E Airspace, 

Silver Springs, NV 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action establishes Class 

E airspace extending upward from 700 

feet above the surface at Silver Springs 

Airport, Silver Springs, NV. The FAA 

found establishment of airspace 

necessary for the safety and 

management of Instrument Flight Rules 

(IFR) operations under new Area 

Navigation (RNAV) Standard Instrument 

Approach Procedures at the airport. 

DATES: Effective 0901 UTC, March 2, 

2017. The Director of the Federal 


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