34244 Federal Register / Vol. 80, No. 115 / Tuesday, June 16, 2015 / Rules and Regulations 

Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113 and 

44701; 14 CFR 21.16 and 21.17; and 14 CFR 

11.38 and 11.19. 

The Special Conditions 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for Honda Airplane Company 

model HA–420 airplanes. 

1. Fire Extinguishing for Overwing 

Pylon Mounted Engines 

SC 23.1195 Fire Extinguishing 

Systems 

(a) Fire extinguishing systems must be 

installed and compliance shown with 

the following: 

(1) Except for combustor, turbine, and 

tailpipe sections of turbine-engine 

installations that contain lines or 

components carrying flammable fluids 

or gases for which a fire originating in 

these sections is shown to be 

controllable, a fire extinguisher system 

must serve each engine compartment. 

(2) The fire extinguishing system, the 

quantity of the extinguishing agent, the 

rate of discharge, and the discharge 

distribution must be adequate to 

extinguish fires. An individual ‘‘oneshot’’ system may be used except for 

embedded engines where a ‘‘two shot’’ 

system must be used. 

(3) The fire extinguishing system for 

a nacelle must be able to simultaneously 

protect each compartment of the nacelle 

for which protection is provided. 

(b) If an auxiliary power unit is 

installed in any airplane certificated to 

this part, that auxiliary power unit 

compartment must be served by a fire 

extinguishing system meeting the 

requirements of paragraph (a)(2) of this 

section. 

SC 23.1197 Fire Extinguishing Agents 

The following applies: 

(a) Fire extinguishing agents must— 

(1) Be capable of extinguishing flames 

emanating from any burning of fluids or 

other combustible materials in the area 

protected by the fire extinguishing 

system; and 

(2) Have thermal stability over the 

temperature range likely to be 

experienced in the compartment in 

which they are stored. 

(b) If any toxic extinguishing agent is 

used, provisions must be made to 

prevent harmful concentrations of fluid 

or fluid vapors (from leakage during 

normal operation of the airplane or as a 

result of discharging the fire 

extinguisher on the ground or in flight) 

from entering any personnel 

compartment, even though a defect may 

exist in the extinguishing system. This 

must be shown by test except for builtin carbon dioxide fuselage compartment 

fire extinguishing systems for which— 

(1) Five pounds or less of carbon 

dioxide will be discharged, under 

established fire control procedures, into 

any fuselage compartment; or 

(2) Protective breathing equipment is 

available for each flight member on 

flight deck duty. 

SC 23.1199 Extinguishing Agent 

Containers 

The following applies: 

(a) Each extinguishing agent container 

must have a pressure relief valve to 

prevent bursting of the container by 

excessive internal pressures. 

(b) The discharge end of each 

discharge line from a pressure relief 

connection must be located so that 

discharge of the fire-extinguishing agent 

would not damage the airplane. The line 

must also be located or protected to 

prevent clogging caused by ice or other 

foreign matter. 

(c) A means must be provided for 

each fire extinguishing agent container 

to indicate that the container has 

discharged or that the charging pressure 

is below the established minimum 

necessary for proper functioning. 

(d) The temperature of each container 

must be maintained under intended 

operating conditions, to prevent the 

pressure in the container from— 

(1) Falling below that necessary to 

provide an adequate rate of discharge; or 

(2) Rising high enough to cause 

premature discharge. 

(e) If a pyrotechnic capsule is used to 

discharge the extinguishing agent, each 

container must be installed so that 

temperature conditions will not cause 

hazardous deterioration of the 

pyrotechnic capsule. 

SC 23.1201 Fire Extinguishing System 

Materials 

The following apply: 

(a) No material in any fire 

extinguishing system may react 

chemically with any extinguishing agent 

so as to create a hazard. 

(b) Each system component in an 

engine compartment must be fireproof. 

Issued in Kansas City, Missouri, on June 9, 

2015. 

Earl Lawrence, 

Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2015–14816 Filed 6–15–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0575; Directorate 

Identifier 2014–NM–086–AD; Amendment 

39–18181; AD 2015–12–07] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 747–8F and 

747–8 series airplanes. This AD was 

prompted by reports of delamination 

damage to leading edge (LE) variable 

camber krueger (VCK) flaps. This AD 

requires repetitive inspections to detect 

delamination damage of the lightning 

strike applique (LSA) on certain LE VCK 

flaps, and corrective actions if 

necessary. We are issuing this AD to 

detect and correct delamination damage 

to certain LE VCK flaps, which can 

reduce the lightning strike protection 

capability on certain LE VCK flaps and 

result in an uncommanded motion of 

the trailing edge flap system; such 

uncommanded flap motion, without 

shutdown of the trailing edge or leading 

edge flaps, could cause unexpected 

changes in lift, potentially resulting in 

asymmetric lift and loss of control of the 

airplane. 

DATES: This AD is effective July 21, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 21, 2015. 

ADDRESSES: For 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. 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 2014– 

0575. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://


asabaliauskas on DSK5VPTVN1PROD with RULES
Federal Register / Vol. 80, No. 115 / Tuesday, June 16, 2015 / Rules and Regulations 34245 

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0575; 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: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6490; 

fax: 425–917–6590; email: 

kelly.mcguckin@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 The Boeing Company Model 

747–8F and 747–8 series airplanes. The 

NPRM published in the Federal 

Register on August 26, 2014 (79 FR 

50875). The NPRM was prompted by 

reports of delamination damage to LE 

VCK flaps. The NPRM proposed to 

require repetitive inspections to detect 

delamination damage of the LSA on the 

LE VCK flaps at positions 6 through 9 

(left wing) and 18 through 21 (right 

wing), and corrective actions if 

necessary. We are issuing this AD to 

detect and correct delamination damage 

to certain LE VCK flaps, which can 

reduce the lightning strike protection 

capability on the LE VCK flaps and 

result in an uncommanded motion of 

the trailing edge flap system. Such 

uncommanded flap motion, without 

shutdown of the trailing edge or leading 

edge flaps, could cause unexpected 

changes in lift, potentially resulting in 

asymmetric lift and 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 NPRM (79 FR 50875, 

August 26, 2014) and the FAA’s 

response to each comment. 

Request To Revise Component 

Description 

Boeing requested that we revise the 

NPRM (79 FR 50875, August 26, 2014) 

to describe the affected LE flaps with 

lightning strike applique installed as the 

LE VCK flaps at positions 6 through 9 

(left wing) and 18 through 21 (right 

wing). Boeing pointed out that only the 

affected flaps should be specified, 

instead of all LE VCK flaps. 

We agree with the commenter’s 

request. Not all LE VCK flaps are 

affected by the identified unsafe 

condition. We have revised the SUMMARY

section of this final rule and paragraph 

(e) of this AD to specify ‘‘certain’’ LE 

VCK flaps. We have also revised the 

DISCUSSION section of this final rule and 

paragraph (g) of this AD to specify LE 

VCK flaps at position 6 through 9 (left 

wing) and 18 through 21 (right wing). 

Request To Correct Typographical 

Errors 

Boeing requested that we revise the 

service bulletin title in the ‘‘Differences 

Between this Proposed AD and the 

Service Information’’ section and 

paragraphs (g) and (h) of the NPRM (79 

FR 50875, August 26, 2014) from Boeing 

Alert Service Bulletin 747–57–2338, 

dated January 14, 2014; to Boeing 

Special Attention Service Bulletin 747– 

57–2338, dated January 14, 2014. 

Boeing also requested that we revise 

‘‘Original issue’’ in paragraph (h) of the 

NPRM (79 FR 50875, August 26, 2014) 

to ‘‘Original Issue.’’ 

We agree with the commenter’s 

request to correct the identified 

typographical errors. We have revised 

paragraphs (g) and (h) of this AD 

accordingly. However, because the 

‘‘Differences Between this Proposed AD 

and the Service Information’’ section is 

not repeated in the final rule, no change 

is necessary 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 (79 FR 

50875, August 26, 2014) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 50875, 

August 26, 2014). 

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 Special 

Attention Service Bulletin 747–57– 

2338, dated January 14, 2014. The 

service information describes 

procedures for inspections to detect 

delamination damage of the LSA on the 

LE VCK flaps 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 of 

this AD. 

Costs of Compliance 

We estimate that this AD affects 6 

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 ............................... 8 work-hours × $85 per hour 

= $680 per inspection cycle.

$0 $680 per inspection cycle ...... $4,080 per inspection cycle 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

According to the manufacturer, some 

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: 


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34246 Federal Register / Vol. 80, No. 115 / Tuesday, June 16, 2015 / Rules and Regulations 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–12–07 The Boeing Company: 

Amendment 39–18181; Docket No. 

FAA–2014–0575; Directorate Identifier 

2014–NM–086–AD. 

(a) Effective Date 

This AD is effective July 21, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 747–8F and 747–8 series 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

delamination damage to leading edge (LE) 

variable camber krueger (VCK) flaps. We are 

issuing this AD to detect and correct 

delamination damage to certain LE VCK 

flaps, which can reduce the lightning strike 

protection capability on certain LE VCK flaps 

and result in an uncommanded motion of the 

trailing edge flap system. Such 

uncommanded flap motion, without 

shutdown of the trailing edge or leading edge 

flaps, may cause unexpected changes in lift, 

potentially resulting in asymmetric lift and 

loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections and Corrective Actions 

Except as specified in paragraph (h) of this 

AD, at the applicable time specified in 

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

Special Attention Service Bulletin 747–57– 

2338, dated January 14, 2014: Do a general 

visual inspection to detect delamination 

damage of the lightning strike applique (LSA) 

on the LE VCK flaps at positions 6 through 

9 (left wing) and 18 through 21 (right wing); 

and do all applicable corrective actions 

before further flight; in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 747–57– 

2338, dated January 14, 2014. Repeat the 

inspection of the LSA on the LE VCK flaps 

at positions 6 through 9 (left wing) and 18 

through 21 (right wing) thereafter at the 

applicable intervals specified in paragraph 

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

Attention Service Bulletin 747–57–2338, 

dated January 14, 2014. 

(h) Exception to Service Information 

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

Boeing Special Attention Service Bulletin 

747–57–2338, dated January 14, 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. 

(i) 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 (j)(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. 

(j) Related Information 

For more information about this AD, 

contact Kelly McGuckin, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425–917– 

6490; fax: 425–917–6590; email: 

kelly.mcguckin@faa.gov. 

(k) 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 Special Attention Service 

Bulletin 747–57–2338, dated January 14, 

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 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. 

(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 June 3, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–14397 Filed 6–15–15; 8:45 am] 

BILLING CODE 4910–13–P 


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