This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

26833 

Vol. 83, No. 112 

Monday, June 11, 2018 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0904; Product 

Identifier 2017–NM–071–AD; Amendment 

39–19310; AD 2018–12–06] 

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 787–8 and 

787–9 airplanes. This AD was prompted 

by a report of an in-service reliability 

issue of a latent flow sensor failure 

combined with single cabin air 

compressor (CAC) operation. This 

condition resulted in reduced airflow 

which led to a persistent single CAC 

surge condition that caused overheat 

damage to the CAC inlet. This AD 

requires installing new pack control 

unit (PCU) software for the cabin air 

conditioning and temperature control 

system (CACTCS) and new CAC outlet 

pressure sensor J-tube hardware, and 

doing related investigative and 

corrective actions if necessary. We are 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective July 16, 

2018. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 16, 2018. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet 

https://www.myboeingfleet.com. You 

may view this service information at the 

FAA, Transport Standards Branch, 2200 

South 216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available on the internet at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2017– 

0904. 

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–2017– 

0904; or in person at Docket Operations 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The AD docket contains this final rule, 

the regulatory evaluation, any 

comments received, and other 

information. The address for Docket 

Operations (phone: 800–647–5527) is 

Docket Operations, 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: 

Allison Buss, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3564; email: allison.buss@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 Boeing Model 787–8 

and 787–9 airplanes. The NPRM 

published in the Federal Register on 

October 6, 2017 (82 FR 46719). The 

NPRM was prompted by a report of an 

in-service reliability issue of a latent 

flow sensor failure combined with 

single CAC operation. This condition 

resulted in reduced airflow which led to 

a persistent single CAC surge condition 

that caused overheat damage to the CAC 

inlet. The NPRM proposed to require 

installing new PCU software for the 

CACTCS and new CAC outlet pressure 

sensor J-tube hardware, and doing 

related investigative and corrective 

actions if necessary. We are issuing this 

AD to prevent CAC inlet overheating 

leading to structural degradation of the 

CAC inlet, fumes in the cabin and flight 

deck, and interruption to in-service air 

conditioning. 

Comments 

We gave the public the opportunity to 

participate in developing this final rule. 

The following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Support for the NPRM 

A commenter, Nicholas Weber, and 

the Air Line Pilots Association, 

International (ALPA) had no objection 

to the NPRM. United Airlines and 

Jetstar Airways agreed with the NPRM 

but submitted comments, which are 

addressed below. 

Request to Reference Latest Service 

Information 

Boeing and Etihad Airways requested 

we refer to Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 004, 

dated September 22, 2017. Boeing stated 

that the NPRM refers to Boeing Service 

Bulletin B787–81205–SB210077–00, 

Issue 003, dated October 20, 2016, and 

it should be Issue 004 instead. 

We agree that this final rule should 

refer to the latest service information. 

We have reviewed Boeing Service 

Bulletin B787–81205–SB210077–00, 

Issue 004, dated September 22, 2017, 

which provides minor corrections. We 

have determined the revised actions 

have no effect on airplanes on which the 

earlier actions were completed. We 

revised the ‘‘Related Service 

Information under 1 CFR part 51’’ 

paragraph of this final rule to refer to 

Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 004, dated 

September 22, 2017. We revised 

paragraphs (c)(2) and (g)(1) of this AD to 

refer to Boeing Service Bulletin B787– 

81205–SB210077–00, Issue 004, dated 

September 22, 2017. We also added 

paragraph (h)(5) to this AD to provide 

credit for using Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 003, 

dated October 20, 2016, to accomplish 

the required actions in paragraph (g) of 

this AD, provided those actions were 

performed before the effective date of 

this AD. 

Request To Allow Updated Software 

Version 

Jetstar Airways and United Airlines 

requested that paragraph (g) of the 

proposed AD be updated to allow for 

compliance to also be met by installing 


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26834 Federal Register / Vol. 83, No. 112 / Monday, June 11, 2018 / Rules and Regulations 

the newer PCU Y–103 (software part 

number (P/N) HAM56–21PC–1030) 

software per Boeing Service Bulletin 

B787–81205–SB210083–00, Issue 001, 

dated February 9, 2017. Jetstar Airways 

stated that since the release of Boeing 

Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 

29, 2017; and Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 003, 

dated October 20, 2016; which describe 

procedures for installation of PCU Y– 

102 (software P/N HAM57–21PC–1020) 

software via Work Package 1, there has 

been new PCU Y–103 software released 

per Boeing Service Bulletin B787– 

81205–SB210083–00, Issue 001, dated 

February 9, 2017. Jetstar stated its 

understanding that Work Packages 2 

and 3 of Boeing Service Bulletin B787– 

81205–SB210075–00, Issue 003, dated 

March 29, 2017; or Boeing Service 

Bulletin B787–81205–SB210077–00, 

Issue 003, dated October 20, 2016; must 

also be done in order to meet 

compliance with the proposed AD. 

We agree because we reviewed Boeing 

Service Bulletin B787–81205– 

SB210083–00, Issue 001, dated February 

9, 2017, and we have determined that 

compliance can be met by installing the 

new PCU Y–103 (software P/N HAM56– 

21PC–1030) software or installing the 

previous PCU Y–102 (software P/N 

HAM57–21PC–1020) software, provided 

that Work Packages 2 and 3 of Boeing 

Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 

29, 2017; or Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 004, 

dated September 22, 2017; are also 

done. We revised the ‘‘Related Service 

Information under 1 CFR part 51’’ 

paragraph of this final rule to include 

Boeing Service Bulletin B787–81205– 

SB210083–00, Issue 001, dated February 

9, 2017. We have revised paragraphs 

(g)(1) and (g)(2) of this AD to allow 

Boeing Service Bulletin B787–81205– 

SB210083–00, Issue 001, dated February 

9, 2017, as an optional method of 

compliance for Work Package 1 of 

Boeing Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 

29, 2017; and Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 004, 

dated September 22, 2017. 

Request To Include Required for 

Compliance (RC) Steps 

United Airlines observed Boeing 

Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 

29, 2017; and Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 004, 

dated September 22, 2017; do not 

contain steps that are designated as RC 

(Required for Compliance). 

We infer the commenter is requesting 

that Boeing revise the service 

information or that we clarify which 

steps are RC. We disagree with making 

any changes because the operators can 

still complete the AD requirements with 

the steps contained in the 

Accomplishment Instructions of the 

referenced service information. In 

addition, waiting for Boeing to change 

the service information would delay the 

release of the AD. Further, certain steps 

include aircraft maintenance manual 

(AMM) reference material. When the 

words ‘‘refer to’’ are used and the 

operator has an accepted alternative 

procedure, the accepted alternative 

procedure can be used without the need 

to obtain an alternative method of 

compliance (AMOC). We have not 

changed this AD in this regard. 

Requests To Clarify the Discussion 

Section 

Boeing requested that we make 

several clarifications to the Discussion 

section of the NPRM. Boeing requested 

that the following changes be made to 

the Discussion section of the NPRM: 

• Add the following statement: ‘‘The 

redesigned CAC outlet pressure sensor JTube hardware is to prevent transducer 

fouling, which could compromise surge 

detection.’’ Boeing stated the NPRM 

does not describe the purpose of the 

hardware change. 

• In the sentence, ‘‘Smarter 

Environmental Control System ensures 

that airflow is distributed equally across 

the CACs,’’ replace the phrase ‘‘Smarter 

Environmental Control System’’ with 

‘‘the system controller.’’ Boeing stated 

airflow distribution amongst CACs does 

not pertain to what they refer to as the 

Smarter Environmental Control System, 

and the fundamental control approach 

for CACs attempts to distribute flow 

equally across CACs. 

• Modify the sentence ‘‘PCU software 

logic was only designed to detect the 

surge when both CACs were operating 

on the same pack, and therefore, it was 

unable to detect a persistent single CAC 

surge condition which led to CAC inlet 

overheating’’ to ‘‘PCU software logic 

was only designed to react to the surge 

when both CACs are operating on the 

same pack, and therefore, it was unable 

to command a termination of the 

persistent single CAC surge condition 

which led to CAC inlet overheating.’’ 

Boeing stated that when only a single 

CAC is operating on a pack and airflow 

drops to an unintended low level, the 

surge will be detected by the system 

controls. Boeing explained that due to a 

software requirements error, the CAC 

will not be shut down and the surge can 

persist. Boeing concluded that the issue 

is not that the surge is undetected but 

rather that the issue is that the controls 

fail to react to that surge condition. 

• Modify the sentence ‘‘In addition, 

we received a report of an in-service 

event involving foreign object debris in 

the CAC inlet and accumulation at the 

ozone converter that also led to a 

persistent single CAC surge resulting in 

overheat damage to the CAC inlet 

housing’’ to ‘‘In addition, we received a 

report of an in-service event involving 

persistent single CAC surge resulting in 

overheat damage to the CAC inlet 

housing and foreign object debris in the 

CAC inlet and accumulation at the 

ozone converter.’’ Boeing stated that 

aspects of this particular event are 

unknown; however, it is likely the 

foreign object debris was a result of the 

persistent surge event. 

• Modify the sentence ‘‘The proposed 

PCU software change would redistribute 

the airflow to provide more flow to a 

single CAC, reducing the potential for a 

CAC surge’’ to ‘‘The PCU software 

change enables a single CAC in surge to 

be commanded off in order to prevent 

the persistent surge condition. 

Additionally, the software redistributes 

the airflow to provide more flow to a 

single CAC, reducing the potential for a 

CAC surge.’’ Boeing stated the software 

changes are not ‘‘proposed’’ and already 

exist. Boeing also stated the key 

software feature needed for persistent 

surge prevention was not in the original 

sentence. 

• Modify the sentence ‘‘Reduced 

airflow leading to persistent CAC surge 

conditions and CAC inlet overheating, if 

not corrected, could result in structural 

degradation of the CAC inlet, and fumes 

in the cabin and flight deck, as well as 

causing interruption to in-service air 

conditioning’’ to ‘‘PCU controls that do 

not react to a single CAC in persistent 

CAC surge conditions leading to CAC 

inlet overheating, if not corrected, could 

result in structural degradation of the 

CAC inlet, and fumes in the cabin and 

flight deck, as well as causing 

interruption to in-service air 

conditioning.’’ Boeing stated that the 

purpose of the redistribution of CAC 

airflow is to minimize surge occurrence 

and does not relate to the overall 

prevention of CAC inlet overheat. 

We agree that the changes requested 

by Boeing are accurate. However, since 

the text of the NPRM that Boeing 

referenced is not restated in this final 

rule, no change to the final rule is 

necessary. 

Request for Credit for Previous Actions 

Accomplished 

Boeing and Etihad Airways requested 

that we include Boeing Service Bulletin 


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Federal Register / Vol. 83, No. 112 / Monday, June 11, 2018 / Rules and Regulations 26835 

B787–81205–SB210077–00, Issue 001, 

dated April 19, 2016, as a method of 

compliance in the proposed AD. Boeing 

also requested that we include Boeing 

Service Bulletin B787–81205– 

SB210075–00, Issue 001, dated February 

24, 2016. Boeing requested that the 

service information be added to 

paragraph (h) of the proposed AD as 

credit for previous actions. Boeing 

stated that not all service information 

revisions were included in paragraph 

(h) of the proposed AD, yet they all 

warrant credit for addressing the AD. 

Etihad Airways noted that incorporation 

of all revisions of Boeing Service 

Bulletin B787–81205–SB210075–00 

comply with the proposed AD 

requirements. 

We agree. We have reviewed Boeing 

Service Bulletin B787–81205– 

SB210075–00, Issue 001, dated February 

24, 2016; and Boeing Service Bulletin 

B787–81205–SB210077–00, Issue 001, 

dated April 19, 2016; and the changes 

made to later revisions are clarifications. 

We have determined that airplanes on 

which the actions specified in the 

earlier revisions were done would be 

compliant with this AD. 

In paragraph (h)(1) of this AD, we 

added Boeing Service Bulletin B787– 

81205–SB210075–00, Issue 001, dated 

February 24, 2016, to provide credit and 

redesignated subsequent paragraphs 

accordingly. We also added paragraph 

(h)(3) of this AD to add Boeing Service 

Bulletin B787–81205–SB210077–00, 

Issue 001, dated April 19, 2016. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule 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 

addressing 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 final rule. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Service Bulletin 

B787–81205–SB210075–00, Issue 003, 

dated March 29, 2017; and Boeing 

Service Bulletin B787–81205– 

SB210077–00, Issue 004, dated 

September 22, 2017. The service 

information describes procedures for 

installing new PCU software for the 

CACTCS and new CAC outlet pressure 

sensor J-tube hardware, and doing 

related investigative and corrective 

actions. These documents are distinct 

since they apply to different airplane 

models. 

We reviewed Boeing Service Bulletin 

B787–81205–SB210083–00, Issue 001, 

dated February 9, 2017. The service 

information describes procedures for 

installing new PCU software for the 

CACTCS to recover the CAC from surges 

by reconfiguration flow schedules. 

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 62 

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 

Software Installation ........................................ 1 work-hour × $85 per hour = $85 ................. $0 $85 $5,270 

Modify Left and Right Inboard and Outboard 

CAC Modules.

20 work-hours × $85 per hour = $1,700 ........ 22,821 24,521 1,520,302 

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. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes and associated appliances to 

the Director of the System Oversight 

Division. 

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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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): 

2018–12–06 The Boeing Company: 

Amendment 39–19310; Docket No. 

FAA–2017–0904; Product Identifier 

2017–NM–071–AD. 

(a) Effective Date 

This AD is effective July 16, 2018. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8 and 787–9 airplanes, 

certificated in any category, as identified in 

the applicable service information specified 

in paragraphs (c)(1) and (c)(2) of this AD. 

(1) Boeing Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 29, 

2017 (for Model 787–8 airplanes); 

(2) Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 004, dated September 

22, 2017 (for Model 787–9 airplanes). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 21, Air conditioning. 

(e) Unsafe Condition 

This AD was prompted by a report of an 

in-service reliability issue involving a latent 

flow sensor failure combined with single 

cabin air compressor (CAC) operation. This 

condition resulted in reduced airflow which 

led to a persistent single CAC surge condition 

that caused overheat damage to the CAC 

inlet. We are issuing this AD to prevent CAC 

inlet overheating leading to structural 

degradation of the CAC inlet, fumes in the 

cabin and flight deck, and interruption to inservice air conditioning. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Software and Hardware Installation 

Within 36 months after the effective date 

of this AD: Install new pack control unit 

(PCU) software for the cabin air conditioning 

and temperature control system (CACTCS) 

and new CAC outlet pressure sensor J-tube 

hardware, and do all applicable related 

investigative and corrective actions; in 

accordance with the Accomplishment 

Instructions of the applicable service 

information specified in paragraph (g)(1) or 

(g)(2) of this AD. Related investigative and 

corrective actions must be done before 

further flight. 

(1) Boeing Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 29, 

2017 (for Boeing Model 787–8 airplanes); or 

Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 004, dated September 

22, 2017 (for Boeing Model 787–9 airplanes). 

(2) Boeing Service Bulletin B787–81205– 

SB210083–00, Issue 001, dated February 9, 

2017 (for all airplanes); and Work Packages 

2 and 3 of the applicable service information 

identified in paragraph (g)(1) of this AD. 

(h) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraphs 

(h)(1) through (h)(5) of this AD. 

(1) Boeing Service Bulletin B787–81205– 

SB210075–00, Issue 001, dated February 24, 

2016 (for Model 787–8 airplanes); 

(2) Boeing Service Bulletin B787–81205– 

SB210075–00, Issue 002, dated May 11, 2016 

(for Model 787–8 airplanes); 

(3) Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 001, dated April 19, 

2016 (for Model 787–9 airplanes); 

(4) Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 002, dated May 11, 2016 

(for Model 787–9 airplanes); 

(5) Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 003, dated October 20, 

2016 (for Model 787–9 airplanes). 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO Branch, 

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 

certification office, send it to the attention of 

the person identified in paragraph (j) of this 

AD. Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@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 

Branch, 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. 

(j) Related Information 

For more information about this AD, 

contact Allison Buss, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3564; email: 

allison.buss@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 Service Bulletin B787–81205– 

SB210075–00, Issue 003, dated March 29, 

2017; 

(ii) Boeing Service Bulletin B787–81205– 

SB210077–00, Issue 004, dated September 

22, 2017; 

(iii) Boeing Service Bulletin B787–81205– 

SB210083–00, Issue 001, dated February 9, 

2017. 

(3) For The Boeing Company service 

information identified in this AD, contact 

Boeing Commercial Airplanes, Attention: 

Contractual & Data Services (C&DS), 2600 

Westminster Blvd., MC 110–SK57, Seal 

Beach, CA 90740–5600; telephone 562–797– 

1717; internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at the FAA, Transport Standards Branch, 

2200 South 216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

(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 Des Moines, Washington, on May 

31, 2018. 

Michael Kaszycki, 

Acting Director, System Oversight Division, 

Aircraft Certification Service. 

[FR Doc. 2018–12285 Filed 6–8–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–1163; Product 

Identifier 2017–CE–041–AD; Amendment 

39–19260; AD 2018–09–04] 

RIN 2120–AA64 

Airworthiness Directives; Gulfstream 

Aerospace Corporation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; correction. 

SUMMARY: The FAA is correcting an 

airworthiness directive (AD) that 

published in the Federal Register. The 

AD applies to certain Gulfstream 

Aerospace Corporation Models G–IV 

and GIV–X airplanes. Paragraphs (h)(3) 

through (5) of the AD incorrectly 

reference Customer Bulletin 238A as 

Customer Bulletin 283A. This document 

corrects that error. In all other respects, 

the original document remains the 


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