15660 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

(j) Repair of Crack Damage 

If any damage is found during any 

inspection required by paragraph (g)(1), 

(g)(2), (g)(3), or (g)(4) of this AD, before 

further flight, repair the damage following 

paragraph G. of the Accomplishment 

Instructions in the service information listed 

in paragraphs (j)(1) through (j)(4) of this AD, 

as applicable. The repair scheme provided 

will be based on the damage reports 

submitted per paragraph (i) of this AD. 

(1) M7 Aerospace LLC SA227 Series 

Commuter Category Service Bulletin CC7– 

53–007 R1, revised November 6, 2013. 

(2) M7 Aerospace LLC SA227 Series 

Service Bulletin 227–53–011 R1, revised 

November 6, 2013. 

(3) M7 Aerospace LLC SA26 Series Service 

Bulletin 26–53–001 R1, revised November 6, 

2013. 

(4) M7 Aerospace LLC SA226 Series 

Service Bulletin 226–53–017 R1, revised 

November 6, 2013. 

(k) Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

This AD allows credit for the initial 

inspection and any resulting actions required 

in paragraphs (g)(1) through (g)(4), (i), and (j) 

of this AD, including all subparagraphs, if 

done before April 25, 2014 (the effective date 

of this AD), following the procedures 

specified in the Accomplishment 

Instructions of the applicable service 

information listed in paragraphs (k)(1) 

through (k)(4) of this AD: 

(1) M7 Aerospace LLC SA227 Series 

Commuter Category Service Bulletin CC7– 

53–007, dated September 26, 2013. 

(2) M7 Aerospace LLC SA227 Series 

Commuter Category Service Bulletin 227–53– 

011, dated September 26, 2013. 

(3) M7 Aerospace LLC SA26 Series Service 

Bulletin 226–53–001, dated September 26, 

2013. 

(4) M7 Aerospace LLC SA226 Series 

Service Bulletin 226–53–017, dated 

September 26, 2013. 

(l) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Fort Worth Airplane 

Certification Office, 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. 

(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. 

(n) Related Information 

For more information about this AD, 

contact Andrew McAnaul, Aerospace 

Engineer, FAA, ASW–150 (c/o San Antonio 

MIDO), 10100 Reunion Place, Suite 650, San 

Antonio, Texas 78216; phone: (210) 308– 

3365; fax: (210) 308–3370; email: 

andrew.mcanaul@faa.gov. 

(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. 

(i) M7 Aerospace LLC SA227 Series 

Commuter Category Service Bulletin CC7– 

53–007 R1, revised November 6, 2013. 

(ii) M7 Aerospace LLC SA227 Series 

Service Bulletin 227–53–011 R1, revised 

November 6, 2013. 

(iii) M7 Aerospace LLC SA26 Series 

Service Bulletin 26–53–001 R1, revised 

November 6, 2013. 

(iv) M7 Aerospace LLC SA226 Series 

Service Bulletin 226–53–017 R1, revised 

November 6, 2013. 

(3) For M7 Aerospace LLC service 

information identified in this AD, contact M7 

Aerospace LP, 10823 NE Entrance Road, San 

Antonio, Texas 78216; phone: (210) 824– 

9421; fax: (210) 804–7766; Internet: http://

www.elbitsystems-us.com; email: none. 

(4) You may view this service information 

at the FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call 816–329–4148. 

(5) 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 Kansas City, Missouri, on March 

7, 2014. 

Steven W. Thompson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–05613 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1318; Directorate 

Identifier 2012–NM–104–AD; Amendment 

39–17789; AD 2014–05–16] 

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 747–200B, 

747–300, 747–400, 747–400D, 747–400F 

series airplanes, and Model 767 series 

airplanes, powered by General Electric 

(GE) CF6–80C2 engines. This AD was 

prompted by reports of failure of the 

electro mechanical brake flexshaft (short 

flexshaft) of the thrust reverser actuation 

system (TRAS). This AD requires 

replacing the short flexshaft on each 

engine with a new short flexshaft, 

testing of the electro mechanical brake 

and center drive unit (CDU) cone brake 

to verify the holding torque, and 

performing related investigative and 

corrective actions if necessary. We are 

issuing this AD to prevent an 

uncommanded in-flight thrust reverser 

deployment and consequent loss of 

control of the airplane. 

DATES: This AD is effective April 25, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 25, 2014. 

ADDRESSES: 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.myboeingfleet.com. 

For Middle River Aircraft Systems 

service information identified in this 

AD, contact Middle River Aircraft 

Systems, 103 Chesapeake Park Plaza, 

Baltimore, MD 21220; telephone 410– 

682–1500; fax 410–682–1230; email 

info@mras-usa.com; Internet http://

www.mras-usa.com/contact.html. 

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. 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15661 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The 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: 

Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6505; 

fax: 425–917–6590; email: Tung.Tran@

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 747–200B, 747–300, 747–400, 

747–400D, 747–400F series airplanes, 

and Model 767 series airplanes, 

powered by General Electric (GE) CF6– 

80C2 engines. The NPRM published in 

the Federal Register on January 16, 

2013 (78 FR 3363). The NPRM was 

prompted by reports of failure of the 

electro mechanical brake flexshaft (short 

flexshaft) of the thrust reverser actuation 

system (TRAS). The NPRM proposed to 

require replacing the short flexshaft on 

each engine with a new short flexshaft, 

testing of the electro-mechanical brake 

and center drive unit (CDU) cone brake 

to verify the holding torque, and 

performing related investigative and 

corrective actions if necessary. We are 

issuing this AD to prevent an 

uncommanded in-flight thrust reverser 

deployment and consequent loss of 

control of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 3363, 

January 16, 2013) and the FAA’s 

response to each comment. 

Request To Clarify Applicability and 

Reliability Difference Between Engine 

Models 

Air France Industries asked if the 

thrust reversers on GE CF6–80E1 

powered airplanes are addressed by the 

NPRM (78 FR 3363, January 16, 2013), 

and if the flexshaft reliability difference 

between GE CF6–80C2 and CF6–80E1 

engines is due to the systematic 

introduction of the double P-Seal on 

translating cowls on GE CF6–80E1 

engines. 

We agree to clarify why the NPRM (78 

FR 3363, January 16, 2013) did not 

address the GE CF6–80E1 thrust 

reversers. This final rule was prompted 

by reports of failure of the electromechanical brake flexshaft (short 

flexshaft) of the TRAS on Model 747 

and Model 767 airplanes powered by GE 

CF6–80C2 engines. Therefore, we did 

not conduct a safety assessment on 

airplanes powered by GE CF6–80E1 

engines. We have not determined that 

the double P-Seal was a contributing 

factor to the failure of the flexshaft on 

GE CF6–80C2 engines. We are aware 

that this defective flexshaft could be 

installed on other engines. We have 

contacted the appropriate office to 

address the safety concerns regarding 

this defective flexshaft on other airplane 

models, and might consider additional 

rulemaking if an unsafe condition is 

identified on other engines. We have not 

changed this final rule in this regard. 

Request To Include Additional Service 

Information 

UPS requested that we allow the use 

of Middle River Aircraft Systems 

(MRAS) CF6–80C2B Service Bulletin 

78–1168, Revision 1, dated August 26, 

2010, to comply with the flexshaft 

replacement proposed by paragraph (g) 

of the NPRM (78 FR 3363, January 16, 

2013). UPS stated that it has fully 

complied with the flexshaft replacement 

requirement using this service 

information. 

We agree with the commenter’s 

request. Since we issued the NPRM (78 

FR 3363, January 16, 2013), we have 

determined that flexshaft replacements 

done in accordance with Middle River 

Aircraft Systems CF6–80C2B Service 

Bulletin 78–1168, Revision 1, dated 

August 26, 2010; and Revision 2, dated 

April 19, 2011; meet the intent of this 

final rule. We have changed paragraph 

(g) of this final rule to include Middle 

River Aircraft Systems CF6–80C2B 

Service Bulletin 78–1168, Revision 2, 

dated April 19, 2011, as an appropriate 

source of service information; and we 

have also added new paragraph (m) to 

this final rule to provide credit for 

actions done prior to the effective date 

of this final rule using Middle River 

Aircraft Systems CF6–80C2B Service 

Bulletin 78–1168, Revision 1, dated 

August 26, 2010. We have redesignated 

subsequent paragraphs accordingly. 

Request To Update Parts Cost 

MRAS provided current cost data and 

requested that we update the estimated 

parts costs accordingly. 

We agree to update the estimated 

parts costs. We have changed the 

estimated parts cost to $4,031 for each 

flexshaft, which changes the estimated 

parts cost to $32,248 for a Model 747 

airplane, and to $16,124 for a Model 767 

airplane. 

Request To Change Parts Installation 

Prohibition Paragraph 

Boeing and MRAS requested that we 

change paragraph (k) of the NPRM (78 

FR 3363, January 16, 2013), which 

would prohibit installation of part 

number (P/N) 3278500–( ), on any 

airplane, to specify that this prohibition 

applies only to Boeing airplanes. MRAS 

stated that P/N 3278500–( ) is still 

certified on Airbus Model A330 

airplanes. 

We partially agree with the 

commenters’ request. This final rule 

applies only to the airplanes identified 

in paragraph (c) of this final rule. 

Paragraph (k) of this final rule specifies 

‘‘any airplane,’’ which refers to the 

airplanes identified in paragraph (c) of 

this final rule. However, to add clarity 

to this final rule, we have revised 

paragraph (k) of this final rule to specify 

that the parts prohibition applies only to 

the airplanes identified in paragraph (c) 

of this final rule. 

Request To Clarify CDU Cone Brake 

Replacement Action 

Boeing and MRAS requested that we 

change the fifth paragraph of the 

Relevant Service Information section of 

the NPRM (78 FR 3363, January 16, 

2013), which specified that the 

corrective action for a CDU cone brake 

test failure is replacement of the CDU 

cone brake with a new CDU cone brake. 

The commenters stated that the cone 

brake is not a line-replaceable unit 

(LRU), and that if a CDU cone brake 

fails, the entire CDU must be replaced 

with a serviceable CDU. MRAS stated 

that the cone brake within the CDU can 

be replaced only in a component 

maintenance shop. 

We agree that the cone brake is not an 

LRU, and that the corrective action for 

a CDU cone brake test failure is 

replacement of the CDU with a new or 

serviceable CDU. Paragraph (i) of this 

final rule requires doing the corrective 

action for a failed cone brake functional 

test in accordance with certain 

applicable service information, which 

does specify replacing the CDU—not 

just the cone brake—after a failed test. 

The Relevant Service Information 

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15662 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

paragraph of the NPRM (78 FR 3363, 

January 16, 2013) is not repeated in this 

final rule; therefore, we have not 

changed this final rule in this regard. 

Request To Extend the Repetitive 

Inspection Interval 

Air New Zealand (ANZ) requested 

that we extend the repetitive inspection 

interval specified in paragraph (h) of the 

NPRM (78 FR 3363, January 16, 2013) to 

3,000 flight hours or greater. ANZ cited 

several previous alternative methods of 

compliance (AMOC) approvals for 

issued ADs to extend the inspection 

intervals on the thrust reverser CDU 

cone brake and the electro-mechanical 

brakes. 

We do not agree to extend the 

repetitive inspection interval proposed 

in the NPRM (78 FR 3363, January 16, 

2013) to 3,000 flight hours or greater. 

The AMOC extension to inspection 

intervals to 3,000 flight hours or greater 

was granted based on a fault tree 

analysis that assumed the engine cowl 

anti-ice system was causing the short 

flexshaft to fail. We now have enough 

data to invalidate that assumption. As 

part of the certification process of the 

new flexshaft, the system safety 

analyses on all Model 747 and Model 

767 airplanes with GE CF6–80C2 

engines were refined, and the predicted 

failure rate from the comparative testing 

was used. We have determined that we 

could meet average and specific risk 

requirements with an inspection 

interval of 2,000 flight hours for both 

the CDU cone brake and TRAS lock 

flexshaft. Therefore, we have 

determined that a repetitive inspection 

interval of 2,000 flight hours is 

necessary to address the unsafe 

condition. We have not changed this 

final rule in this regard. 

Request To Combine Multiple ADs Into 

One AD 

ANZ requested that we combine the 

following ADs into one new AD to 

reduce the complexity of multiple 

regulatory requirements. 

• AD 2003–16–16, Amendment 39– 

13269 (68 FR 51439, August 27, 2003). 

• AD 2000–15–04, Amendment 39– 

11833 (65 FR 47252, August 2, 2000). 

• AD 2000–09–04, Amendment 39– 

11712 (65 FR 25833, May 4, 2000). 

We partially agree with the 

commenter’s request. We agree with the 

commenter about the complexity of 

complying with multiple regulatory 

requirements. We disagree with the 

request to combine the requirements of 

these ADs into one new AD, because 

this final rule is not the proper venue 

for addressing this issue. We are issuing 

this final rule to require replacement of 

the short flexshaft with a better and 

more reliable part. We have considered 

the previous rulemaking by allowing 

this new part replacement and repetitive 

inspections to be a terminating action 

for the repetitive inspections set by 

previous ADs, as specified in paragraph 

(j) of this final rule. We have not 

changed this final rule in this regard. 

Request To Add Airplanes to the 

Applicability 

Boeing requested that we include 

Model 767 airplanes powered by GE 

CF6–80C2 engines in the applicability 

of the NPRM (78 FR 3363, January 16, 

2013); and require all production 

airplanes to do the requirements of 

paragraph (h) of the NPRM. Boeing 

stated that AD 2000–09–04, Amendment 

39–11712 (65 FR 25833, May 5, 2000), 

which is applicable to Model 767 

airplanes powered by GE CF6–80C2 

engines, mandates the inspection of the 

TRAS lock flexshaft and CDU cone 

brake at 1,000 hours, and that these 

airplanes should be able to use the 

extended 2,000-hour TRAS lock 

flexshaft and CDU tests granted in the 

NPRM. 

We disagree with the commenter’s 

request. Adding airplanes to the 

applicability would necessitate (under 

the provisions of the Administrative 

Procedure Act) reissuing the notice, 

reopening the comment period, 

considering additional comments 

subsequently received, and eventually 

issuing a final rule. In consideration of 

the amount of time that has already 

elapsed since issuance of the original 

notice (78 FR 3363, January 16, 2013), 

we have determined that further delay 

of this final rule is not appropriate. 

However, we might consider further 

rulemaking on this issue. We have not 

changed this final rule in this regard. 

Request To Allow Dispatch of an 

Airplane With a Failed CDU Cone 

Brake Check 

Boeing requested that we allow a 

master minimum equipment list 

(MMEL) dispatch of an airplane when a 

CDU cone brake check fails. Boeing 

stated that a certain FAA AMOC 

approval letter already allows for an 

MMEL dispatch of an airplane when 

only the CDU cone brake check fails. 

We agree with the commenter’s 

request. The electro-mechanical brake 

provides an additional level of 

protection against the inadvertent inflight deployment of the thrust reverser. 

We have added new paragraph (l) to this 

final rule, which specifies that in the 

event of a CDU cone brake failure, an 

airplane may be operated as specified in 

the operator’s FAA-approved minimum 

equipment list, provided that certain 

conditions are met. We have 

redesignated subsequent paragraphs 

accordingly. 

Requests for Terminating Action 

Boeing requested we specify that the 

functional tests in paragraph (h) of the 

NPRM (78 FR 3363, January 16, 2013) 

terminate the functional test 

requirements of paragraph (e), as well as 

paragraph (f), of AD 2000–09–04, 

Amendment 39–11712 (65 FR 25833, 

May 4, 2000). 

Delta Airlines requested we specify 

that the functional tests in paragraph (h) 

of the NPRM (78 FR 3363, January 16, 

2013) terminate the requirements of 

paragraph (a), as well as paragraph (e), 

of AD 2003–16–16, Amendment 39– 

13269 (68 FR 51439, August 27, 2003). 

We agree with the commenters’ 

requests. The functional tests required 

by paragraph (h) of this final rule 

address the tests required by the AD 

requirements cited by the commenters. 

We have changed paragraphs (j)(1) and 

(j)(3) of this final rule, as specified by 

the commenter. 

Request for Credit for Previous Actions 

Atlas Air requested that we give credit 

for the actions required by paragraph (h) 

of the NPRM (78 FR 3363, January 16, 

2013), if those actions were done before 

the effective date of this AD using the 

service information specified in 

paragraph (h) of the NPRM. 

Specifying credit for the actions done 

before the effective date of this final rule 

using the same service information 

specified in paragraph (h) of this final 

rule is unnecessary. Paragraph (f) of this 

final rule specifies to comply with the 

AD within the compliance times 

specified, unless already done. We have 

not changed this final rule in this 

regard. 

Requests for Clarification of 

Installation Instructions 

American Airlines (AAL) requested 

that we revise paragraph (g) of the 

NPRM (78 FR 3363, January 16, 2013) to 

clarify that the installation instructions 

for the new short flexshaft contain a 

lower torque value than the torque value 

specified in AD 2000–09–04, 

Amendment 39–11712 (65 FR 25833, 

May 4, 2000), and the service 

information referenced in AD 2000–09– 

04. 

We agree to clarify the installation 

instructions. The torque value for the 

new short flexshaft installation in 

paragraph (g) is lower than the torque 

value described for the part specified in 

AD 2000–09–04, Amendment 39–11712 

(65 FR 25833, May 4, 2000). We have 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15663 

added Note 1 to paragraph (g) of this 

final rule to clarify this issue. 

Request for Clarification of Compliance 

Time 

AAL requested we clarify that the 

compliance time of paragraph (h) of the 

NPRM (78 FR 3363, January 16, 2013) 

supersedes the compliance times 

specified in AD 2000–09–04, 

Amendment 39–11712 (65 FR 25833, 

May 4, 2000); Boeing Service Bulletin 

767–78A0081, Revision 2, dated April 

19, 2001; and FAA AMOC 140S–03– 

313, dated December 19, 2003. 

We agree to clarify the compliance 

time. This final rule does not supersede 

AD 2000–09–04, Amendment 39–11712 

(65 FR 25833, May 4, 2000). FAA 

AMOC 140S–03–313, dated December 

19, 2003, applies to AD 2000–09–04, 

and not to this final rule. We have 

determined that the functional test 

compliance times specified in paragraph 

(h) of this final rule are necessary to 

ensure the continued airworthiness of 

the airplane. Under the provisions of 

paragraph (n) of this final rule, however, 

we may consider requests for 

adjustments to the compliance time if 

data are submitted to substantiate that 

such an adjustment would provide an 

acceptable level of safety. We have not 

changed this final rule in this regard. 

Request for Certain Hardware 

Approvals 

AAL requested that we approve FAA 

AMOC 140S–12–42, dated March 14, 

2012, as an AMOC to the NPRM (78 FR 

3363, January 16, 2013), or specifically 

list the hardware approvals and actions 

in AMOC 140S–12–42 dated March 14, 

2012, in the NPRM. 

We disagree with the commenter’s 

requests. The commenter did not 

provide data to substantiate that the 

hardware actions specified in FAA 

AMOC 140S–12–42, dated March 14, 

2012, are applicable to the new short 

flexshaft installation required by this 

final rule. Under the provisions of 

paragraph (n) of this final rule, however, 

we will consider requests for approval 

of an AMOC if sufficient data are 

submitted to substantiate that 

alternative hardware requirements 

would provide an acceptable level of 

safety. We have not changed this final 

rule in this regard. 

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 (78 FR 3363, 

January 16, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 3363, 

January 16, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 298 

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 

Replacement Model 747 airplanes .................

(72 airplanes) ..................................................

8 work-hours × $85 per hour = $680 ............. $32,248 $32,928 $2,370,816 

Replacement Model 767 airplanes .................

(226 airplanes) ................................................

4 work-hours × $85 per hour = $340 ............. 16,124 16,464 3,720,864 

Functional test .................................................

Model 747 airplanes .......................................

(72 airplanes) ..................................................

12 work-hours × $85 per hour = $1,020 ........ 0 1,020 73,440 

Functional test .................................................

Model 767 airplanes .......................................

(226 airplanes) ................................................

12 work-hours × $85 per hour = $1,020 ........ 0 1,020 230,520 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(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: 

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15664 Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 

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): 

2014–05–16 The Boeing Company: 

Amendment 39–17789; Docket No. 

FAA–2012–1318; Directorate Identifier 

2012–NM–104–AD. 

(a) Effective Date 

This AD is effective April 25, 2014. 

(b) Affected ADs 

This AD affects AD 2003–16–16, 

Amendment 39–13269 (68 FR 51439, August 

27, 2003); AD 2000–15–04, Amendment 39– 

11833 (65 FR 47252, August 2, 2000); and AD 

2000–09–04, Amendment 39–11712 (65 FR 

25833, May 4, 2000). 

(c) Applicability 

This AD applies to The Boeing Company 

airplanes, certificated in any category, 

powered by General Electric (GE) CF6–80C2 

engines, as identified in paragraphs (c)(1) and 

(c)(2) of this AD. 

(1) Model 747–200B, 747–300, 747–400, 

747–400D, and 747–400F series airplanes, as 

identified in Boeing Alert Service Bulletin 

747–78A2185, dated October 26, 2010. 

(2) Model 767–200, –300, –300F, and 

–400ER series airplanes, as identified in 

Boeing Alert Service Bulletin 767–78A0100, 

dated October 26, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 7830, Thrust reverser. 

(e) Unsafe Condition 

This AD was prompted by reports of failure 

of the electro-mechanical brake flexshaft 

(short flexshaft) of the thrust reverser 

actuation system (TRAS). We are issuing this 

AD to prevent an uncommanded in-flight 

thrust reverser deployment and consequent 

loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Flexible Drive Shaft Replacement 

Within 60 months after the effective date 

of this AD, replace the short flexshaft on each 

thrust reverser half of each engine with a new 

short flexshaft, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–78A2185, dated October 

26, 2010; or Boeing Alert Service Bulletin 

767–78A0100, dated October 26, 2010; as 

applicable; or Middle River Aircraft Systems 

CF6–80C2B Service Bulletin 78–1168, 

Revision 2, dated April 19, 2011. 

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

torque value for the short flexshaft 

installation specified in paragraph (g) of this 

AD is lower than the torque value described 

for the part specified in AD 2000–09–04, 

Amendment 39–11712 (65 FR 25833, May 4, 

2000). 

(h) Functional Test 

Within 2,000 flight hours after 

accomplishment of the short flexshaft 

replacements required by paragraph (g) of 

this AD: Do a functional test on the electromechanical brakes and the cone brake of the 

center drive unit (CDU) to verify the holding 

torque, on all thrust reversers and on all 

engines, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–78A2166, Revision 3, 

dated July 29, 2004 (for Model 747 airplanes); 

Boeing Alert Service Bulletin 767–78A0081, 

Revision 2, dated April 19, 2001 (for Model 

767–200, –300, and –300F airplanes); or 

Boeing Alert Service Bulletin 767–78A0088, 

dated April 19, 2001 (for Model 767–400ER 

airplanes). Repeat the functional test 

thereafter at intervals not to exceed 2,000 

flight hours. 

(i) Corrective Action 

If any functional test required by paragraph 

(h) of this AD fails: Before further flight, do 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

78A2166, Revision 3, dated July 29, 2004 (for 

Model 747 airplanes); Boeing Alert Service 

Bulletin 767–78A0081, Revision 2, dated 

April 19, 2001 (for Model 767–200, –300, and 

–300F airplanes); or Boeing Alert Service 

Bulletin 767–78A0088, dated April 19, 2001 

(for Model 767–400ER airplanes); and repeat 

the applicable test or check until successfully 

accomplished. 

(j) Terminating Actions 

(1) Accomplishment of the initial test 

specified in paragraph (h) of this AD 

terminates the requirements of paragraphs (a) 

and (e) of AD 2003–16–16, Amendment 39– 

13269 (68 FR 51439, August 27, 2003), for 

Model 747–400 series airplanes powered by 

GE Model CF6–80C2 series engines. 

(2) Accomplishment of the initial test 

specified in paragraph (h) of this AD 

terminates the requirements of paragraph (g) 

of AD 2000–15–04, Amendment 39–11833 

(65 FR 47252, August 2, 2000), for Model 

747–200 and –300 series airplanes powered 

by General Electric Model CF6–80C2 series 

engines. 

(3) Accomplishment of the initial test 

specified in paragraph (h) of this AD 

terminates the requirements of paragraphs (e) 

and (f) of AD 2000–09–04, Amendment 39– 

11712 (65 FR 25833, May 4, 2000), for Model 

767 series airplanes powered by General 

Electric Model CF6–80C2 series engines. 

(k) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install a flexshaft having part 

number 3278500–( ) on any airplane 

identified in paragraph (c) of this AD. 

(l) Operation With a CDU Cone Brake 

Failure 

In the event of a CDU cone brake failure, 

an airplane may be operated as specified in 

the operator’s FAA-approved minimum 

equipment list, provided that the conditions 

specified in paragraphs (l)(1) through (l)(3) of 

this AD, as applicable, are met. 

(1) Only one CDU cone brake check on any 

engine thrust reverser on the Model 767 

airplane has failed. 

(2) The electro-mechanical brake (TRAS 

lock) on the inoperative thrust reverser must 

be locked in the forward thrust position. 

(3) Since the most recent flight, and before 

further flight, on the affected engine, the 

electro-mechanical brake (TRAS lock) 

holding torque is determined to be acceptable 

in accordance with the function test specified 

in paragraph (h) of this AD. 

(m) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Middle River Aircraft 

Systems CF6–80C2B Service Bulletin 78– 

1168, Revision 1, dated August 26, 2010, 

which is not incorporated by reference in this 

AD. 

(n) 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 (o)(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. 

(o) Related Information 

(1) For more information about this AD, 

contact Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6505; fax: 425–917– 

6590; email: Tung.Tran@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraphs (p)(4) and (p)(5) of this AD. 

(p) 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. 

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Federal Register / Vol. 79, No. 55 / Friday, March 21, 2014 / Rules and Regulations 15665 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 747– 

78A2185, dated October 26, 2010. 

(ii) Boeing Alert Service Bulletin 767– 

78A0081, Revision 2, dated April 19, 2001. 

(iii) Boeing Alert Service Bulletin 767– 

78A0088, dated April 19, 2001. 

(iv) Boeing Alert Service Bulletin 767– 

78A0100, dated October 26, 2010. 

(v) Boeing Service Bulletin 747–78A2166, 

Revision 3, dated July 29, 2004. 

(vi) Middle River Aircraft Systems CF6– 

80C2B Service Bulletin 78–1168, Revision 2, 

dated April 19, 2011. 

(3) 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.myboeingfleet.com. 

(4) For Middle River Aircraft Systems 

service information identified in this AD, 

contact Middle River Aircraft Systems, 

ATTN: Commercial Spares Support, Mail 

Point 46, 103 Chesapeake Park Plaza, 

Baltimore, MD 21220; fax: 410–682–0090; 

email: spares_support@mras-usa.com. 

(5) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(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 February 

18, 2014. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–04852 Filed 3–20–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1015; Directorate 

Identifier 2013–NE–37–AD; Amendment 39– 

17798; AD 2014–05–25] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Rolls-Royce plc (RR) RB211–Trent 970– 

84, RB211–Trent 970B–84, RB211–Trent 

972–84, RB211–Trent 972B–84, RB211– 

Trent 977–84, RB211–Trent 977B–84, 

and RB211–Trent 980–84 turbofan 

engines. This AD requires inspections of 

the low-pressure turbine exhaust case 

and support assembly or tail bearing 

housing (TBH) to detect cracks or 

damage. This AD was prompted by an 

RR structural re-analysis indicating that 

the TBH may not retain full limit load 

capability in all fail-safe conditions. We 

are issuing this AD to prevent failure of 

the TBH, resulting in damage to the 

engine and damage to the airplane. 

DATES: This AD becomes effective April 

7, 2014. 

We must receive comments on this 

AD by May 5, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 7, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: U.S. Department of 

Transportation, 1200 New Jersey 

Avenue SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

• Fax: 202–493–2251. 

For service information identified in 

this AD, contact Rolls-Royce plc, 

Corporate Communications, P.O. Box 

31, Derby, England, DE248BJ; phone: 

011–44–1332–242424; fax: 011–44– 

1332–245418, or email: http://

www.rolls-royce.com/contact/civil_

team.jsp. You may view this service 

information at the FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803. 

For information on the availability of 

this material at the FAA, call 781–238– 

7125. 

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–2013– 

1015; 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 mandatory 

continuing airworthiness information 

(MCAI), the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (phone: 800– 

647–5527) is the same as the Mail 

address provided in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Anthony W. Cerra, Jr., Aerospace 

Engineer, Engine Certification Office, 

FAA, Engine & Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA 01803; phone: 781– 

238–7128; fax: 781–238–7199; email: 

anthony.cerra@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2013–0240 

(correction), dated October 4, 2013 

(referred to herein after as ‘‘the MCAI’’), 

to correct an unsafe condition for the 

specified products. The MCAI states: 

Rolls-Royce performed a re-analysis of the 

structural features of the Trent 900 lowpressure turbine exhaust case and support 

assembly (also known as Tail Bearing 

Housing, or TBH). The result of this reanalysis indicates that the TBH may not 

retain full limit load capability in all fail-safe 

conditions. In addition, during previous 

inspections of Trent 900 TBH mounts and 

vanes, cracks have been found in the outer 

annulus leading edge (LE) fillet of some 

vanes. 

These conditions, if not detected and 

corrected, could lead to disconnection of the 

TBH structural ring from the mounts, 

possibly resulting in damage to, or reduced 

control of, the aeroplane. 

You may obtain further information by 

examining the MCAI in the AD docket 

on the Internet at http://

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2013–1015. 

Relevant Service Information 

RR has issued Repeater Technical 

Variance (TV) No. 132043, Issue 1, 

dated March 25, 2013; Repeater TV No. 

132217, Issue 5, dated May 23, 2013; TV 

No. 124801, Issue 2, dated July 4, 2012; 

TV No. 124851, Issue 2, dated July 4, 

2012; Alert Non-Modification Service 

Bulletin (NMSB) No. RB.211–72– 

AG971, Revision 1, dated September 27, 

2013; and Alert NMSB No. RB.211–72– 

AH154, Revision 1, dated June 18, 2013. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

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