Federal Register / Vol. 81, No. 38 / Friday, February 26, 2016 / Rules and Regulations 9751 

(ii) Either an ultrasonic inspection or a 

surface HFEC inspection for cracks 

(depending on the location of the scribe 

line(s)) of any skin panel common to a 

stringer S–14 L/R lap splice between fuselage 

station 655 and station 1434 that has a scribe 

line 0.001 inch or deeper. 

(iii) An external phased array ultrasonic 

inspection for cracks in the lower/overlapped 

skin of the stringer S–14 L/R lap splices 

between fuselage station 655 and station 

1434. 

(iv) An open hole HFEC inspection for skin 

cracks at the upper and lower fastener rows 

of the stringer S–14 L/R lap splices. 

(3) Inspection ‘‘C’’ includes the inspections 

for scribe lines and cracks specified in 

paragraphs (g)(3)(i), (g)(3)(ii), and (g)(3)(iii) of 

this AD on stringer S–14 L/R lap splice 

between fuselage station 655 and station 

1434 on both sides of the airplane. 

(i) A detailed inspection for scribe lines. If 

any scribe line is found during the inspection 

required by this paragraph, the actions 

include the inspections specified in 

paragraphs (g)(3)(i)(A) and (g)(3)(i)(B) of this 

AD. 

(A) A detailed inspection for cracks of the 

scribe line area(s). 

(B) Either an ultrasonic inspection or a 

surface HFEC inspection for cracks 

(depending on the location of the scribe 

line(s)). 

(ii) An external phased array ultrasonic 

inspection for cracks in the lower/overlapped 

skin of the stringer S–14 L/R lap splices 

between fuselage station 655 and station 

1434. 

(iii) An open hole HFEC inspection for skin 

cracks at the upper and lower fastener rows 

of the stringer S–14 L/R lap splices. 

(h) Exceptions to Service Information 

Specifications 

(1) Where Paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 777–53A0052, 

dated October 10, 2014, specifies a 

compliance time ‘‘after the original issue date 

of this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time ‘‘after the effective date of this AD.’’ 

(2) If, during accomplishment of any 

inspection required by this AD, any 

condition is found for which Boeing Alert 

Service Bulletin 777–53A0052, dated October 

10, 2014, specifies to contact Boeing for 

special repair instructions or supplemental 

instructions for the modification, and 

specifies that action as ‘‘RC’’ (Required for 

Compliance): Before further flight, do the 

repair or modification using a method 

approved in accordance with the procedures 

specified in paragraph (k) of this AD. 

(i) Lap Splice Modification 

At the applicable time specified in 

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

Alert Service Bulletin 777–53A0052, dated 

October 10, 2014: Do the left-side and rightside lap splice modification, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 777–53A0052, 

dated October 10, 2014, except as provided 

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

(j) Post-Modification Inspections and 

Corrective Action 

At the applicable time specified in 

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

Alert Service Bulletin 777–53A0052, dated 

October 10, 2014: Do a post-modification 

internal surface HFEC inspection for skin 

cracks in the modified lap splices on both 

sides of the airplane; and do all applicable 

corrective actions; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–53A0052, dated October 

10, 2014, except as provided by paragraph 

(h)(2) of this AD. Do all applicable corrective 

actions before further flight. Repeat the 

inspection of the modified lap splices 

thereafter at the applicable intervals specified 

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

Alert Service Bulletin 777–53A0052, dated 

October 10, 2014. 

(k) 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 (l) 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, 

modification, or alteration 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. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Except as required by paragraph (h)(2) 

of this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (k)(4)(i) and (k)(4)(ii) 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. 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. 

(l) Related Information 

For more information about this AD, 

contact Eric Lin, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6412; fax: 425– 

917–6590; email: Eric.Lin@faa.gov. 

(m) 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) Boeing Alert Service Bulletin 777– 

53A0052, dated October 10, 2014. 

(ii) Reserved. 

(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) 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. 

(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 Renton, Washington, on February 

16, 2016. 

Dionne Palermo, 

Acting Manager, 

Transport Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2016–03886 Filed 2–25–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2984; Directorate 

Identifier 2015–NE–21–AD; Amendment 39– 

18405; AD 2016–04–11] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

General Electric Company (GE) GEnx– 

1B54, –1B58, –1B64, –1B67, and –1B70 

turbofan engine models. This AD was 

prompted by reports of two separate, 

single engine in-flight shutdowns 

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9752 Federal Register / Vol. 81, No. 38 / Friday, February 26, 2016 / Rules and Regulations 

(IFSDs) caused by high-pressure turbine 

(HPT) rotor stage 1 blade failure. This 

AD requires inspection and conditional 

removal of affected HPT rotor stage 1 

blades. We are issuing this AD to 

prevent failure of the HPT rotor stage 1 

blades, which could lead to failure of 

one or more engines, loss of thrust 

control, and damage to the airplane. 

DATES: This AD is effective April 1, 

2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

General Electric Company, GE Aviation, 

Room 285, 1 Neumann Way, Cincinnati, 

OH 45215; phone: 513–552–3272; email: 

aviation.fleetsupport@ge.com. You may 

view this service information at the 

FAA, Engine & Propeller Directorate, 

1200 District Avenue, 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–2015– 

2984; 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 

Document 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: 

Christopher McGuire, Aerospace 

Engineer, Engine Certification Office, 

FAA, Engine & Propeller Directorate, 

1200 District Avenue, Burlington, MA 

01803; phone: 781–238–7120; fax: 781– 

238–7199; email: chris.mcguire@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 all GE GEnx–1B54, –1B58, 

–1B64, –1B67, and –1B70 turbofan 

engine models. The NPRM published in 

the Federal Register on August 27, 2015 

(80 FR 51965). The NPRM was 

prompted by reports of two separate, 

single engine IFSDs caused by HPT 

rotor stage 1 blade failure. The NPRM 

proposed to require inspection and 

conditional removal of affected HPT 

rotor stage 1 blades. We are issuing this 

AD to correct the unsafe condition that 

could result in failure of the HPT rotor 

stage 1 blades, which could lead to 

failure of one or more engines, loss of 

thrust control, and damage to the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM 

The National Transportation Safety 

Board (NTSB) expressed support for the 

NPRM (80 FR 51965). 

Request To Change Applicability 

United Airlines (United) requested 

that the Applicability paragraph be 

changed to more appropriately address 

engine models. United stated that the 

GEnx–1B54 and GEnx–1B58 be removed 

and GEnx–1B64G03, 1B64G04, 

1B67G03, 1B67G04, 1B70G03 and 

1B70G04 be added to paragraph (c) 

Applicability. United indicated this 

change would improve clarity and 

accomplishment of the AD. 

We disagree. This AD applies to all 

GE GEnx–1B54, –1B58, –1B64, –1B67, 

and –1B70 turbofan engine models, as 

listed in the GEnx type certificate data 

sheet. We did not change this AD. 

Request To Change Compliance 

United requested that the Compliance 

paragraph be changed to clarify 

maintenance actions. United requested 

that in paragraph (e) the phrase, ‘‘ . . . 

remove the cracked blade’’ be changed 

to read, ‘‘ . . . remove the engine 

containing the cracked blade.’’ United 

reasoned that removing the cracked 

blade is not a maintenance option. 

We partially agree. We agree with 

changing the compliance language to 

include disposition of a cracked blade. 

We disagree with using the phrase, ‘‘ 

. . . remove the engine containing the 

cracked blade’’ because removal of the 

cracked blade addresses the unsafe 

condition. 

We revised paragraphs (e)(1)(i) and 

(e)(1)(ii) of this AD to include, ‘‘ . . . 

remove the cracked blade from 

service. . . .’’ 

Request To Change the Summary and 

Unsafe Condition 

Boeing and General Electric Company 

(GE) requested that the Summary and 

Unsafe Condition paragraphs be 

clarified to reflect that two separate, 

single engine IFSDs occurred, 

prompting the need for this AD. 

We agree. We changed the Summary 

and Unsafe Condition paragraphs of this 

AD to read: ‘‘This AD was prompted by 

reports of two separate, single engine inflight shutdowns, caused by HPT rotor 

stage 1 blade failure. . . .’’ 

Request To Change the Cost of 

Compliance 

Boeing requested that the Costs of 

Compliance paragraph specifically state 

that the projected costs are for only the 

initial inspection and not for repetitive 

inspections. Boeing indicated this is 

needed to clarify the cost of compliance. 

We agree. We changed the Costs of 

Compliance paragraph of this AD to 

include, ‘‘We also estimate that it will 

take about 1 hour per engine to comply 

with the initial inspection in this AD.’’ 

Request To Change Compliance Time 

Japan Airlines (JAL) and GE suggested 

that in paragraph (e)(1) Compliance, the 

need to inspect within 1,000 cycles 

since new (CSN) may not be 

representative of the fleet. 

We disagree. The initial blade 

inspection compliance time was based 

on the safety evaluation of the known 

failures. Any person may make a request 

for an Alternative Method of 

Compliance (AMOC) to the compliance 

times of this AD using the procedures 

listed herein. We did not change this 

AD. 

Request To Change Compliance 

GE requested that the Compliance 

paragraph be changed to clarify that the 

criteria of multiple cracks should be 

based on an individual blade and not 

multiple blades, each with a single 

crack. 

We agree. We changed paragraph 

(e)(1)(i) of this AD to read: ‘‘. . . , or if 

more than one axial crack of any length 

is found on one blade, remove the 

cracked blade from service before 

further flight.’’ 

Revision to Service Information 

We revised the service information in 

the Related Information section of this 

AD to Revision 01 of GE GEnx–1B 

Service Bulletin (SB) No. 72–0267 R01, 

dated August 10, 2015. GE made an 

editorial change to this SB that did not 

affect its contents. 

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. 

We have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (80 FR 

51965) for correcting the unsafe 

condition; and 

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Federal Register / Vol. 81, No. 38 / Friday, February 26, 2016 / Rules and Regulations 9753 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (80 FR 51965). 

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 will affect 4 

engines installed on airplanes of U.S. 

registry. We also estimate that it will 

take about 1 hour per engine to comply 

with the initial inspection in this AD. 

The average labor rate is $85 per hour. 

Based on these figures, we estimate the 

total cost of this AD to U.S. operators to 

be $340. 

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 to the extent that it justifies 

making a regulatory distinction, 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): 

2016–04–11 General Electric Company: 

Amendment 39–18405; Docket No. 

FAA–2015–2984; Directorate Identifier 

2015–NE–21–AD. 

(a) Effective Date 

This AD is effective April 1, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all General Electric 

Company (GE) GEnx–1B54, –1B58, –1B64, 

–1B67, and –1B70 turbofan engine models 

with high-pressure turbine (HPT) rotor stage 

1 blade, part number 2305M26P06, installed. 

(d) Unsafe Condition 

This AD was prompted by reports of two 

separate, single engine in-flight shutdowns, 

caused by HPT rotor stage 1 blade failure. We 

are issuing this AD to prevent failure of the 

HPT rotor stage 1 blades, which could lead 

to failure of one or more engines, loss of 

thrust control, and damage to the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) Perform an initial borescope inspection 

(BSI) of the convex surface of the HPT rotor 

stage 1 blades for axial cracks from the 

platform to 30% span, within 1,000 blade 

cycles since new or 25 cycles after the 

effective date of this AD, whichever occurs 

later, and disposition as follows: 

(i) If any axial crack with a length greater 

than or equal to 0.3 inch is found, or if any 

axial crack of any length turning in a radial 

direction is found, or if more than one axial 

crack of any length is found on one blade, 

remove the cracked blade from service before 

further flight. 

(ii) If an axial crack is found with a length 

greater than or equal to 0.2 inch and less than 

0.3 inch, remove the cracked blade from 

service within 10 blade cycles. 

(iii) If an axial crack is found with a length 

greater than or equal to 0.1 inch and less than 

0.2 inch, inspect the cracked blade within 50 

blade cycles since last inspection (CSLI). 

(iv) If an axial crack is found with a length 

less than 0.1 inch, inspect the cracked blade 

within 100 blade CSLI. 

(v) If no cracks were found, perform a BSI 

of the blades within 125 blade CSLI. 

(2) Thereafter, perform a repetitive BSI of 

the convex surface of the HPT rotor stage 1 

blades for axial cracks from the platform to 

30% span within 125 blade CSLI and 

disposition as specified in paragraphs 

(e)(1)(i) through (e)(1)(v) of this AD, or 

remove the blades from service. 

(f) Definition 

For the purpose of this AD, a ‘‘blade cycle’’ 

is defined as the number of engine cycles that 

a set of rotor blades has accrued, regardless 

of the engine(s) in which they have operated. 

(g) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs to this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. You may email your 

request to: ANE-AD-AMOC@faa.gov. 

(h) Related Information 

(1) For more information about this AD, 

contact Christopher McGuire, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 1200 District 

Avenue, Burlington, MA 01803; phone: 781– 

238–7120; fax: 781–238–7199; email: 

chris.mcguire@faa.gov. 

(2) GE GEnx–1B Service Bulletin No. 72– 

0267 R01, dated August 10, 2015 can be 

obtained from GE using the contact 

information in paragraph (h)(3) of this AD. 

(3) For service information identified in 

this AD, contact General Electric Company, 

GE Aviation, Room 285, 1 Neumann Way, 

Cincinnati, OH 45215; phone: 513–552–3272; 

email: aviation.fleetsupport@ge.com. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

1200 District Avenue, Burlington, MA. For 

information on the availability of this 

material at the FAA, call 781–238–7125. 

Issued in Burlington, Massachusetts, on 

February, 18, 2016. 

Ann C. Mollica, 

Acting Manager, Engine & Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–04031 Filed 2–25–16; 8:45 am] 

BILLING CODE 4910–13–P 

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