81326 Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations 

(g) Requirements 

Except as specified in paragraphs (h) and 

(i) of this AD: Comply with all required 

actions and compliance times specified in, 

and in accordance with European Union 

Aviation Safety Agency (EASA) AD 2023– 

0076, dated April 11, 2023 (EASA AD 2023– 

0076). 

(h) Exceptions to EASA AD 2023–0076 

(1) Where EASA AD 2023–0076 requires 

compliance in terms of flight hours, this AD 

requires using hours time-in-service. 

(2) Where EASA AD 2023–0076 refers to its 

effective date and March 21, 2023 (the 

effective date of EASA AD 2023–0049, dated 

March 7, 2023), this AD requires using the 

effective date of this AD. 

(3) Where paragraph (2) of EASA AD 2023– 

0076 specifies contacting AH [Airbus 

Helicopters] for approved corrective action 

instructions and within the compliance time 

indicated therein, accomplishing those 

instructions accordingly and, where the 

material referenced in paragraph (2) of EASA 

AD 2023–0076 specifies contacting Airbus 

Helicopters to get an approved repair, this 

AD requires, before further flight, corrective 

action done in accordance with a method 

approved by the Manager, International 

Validation Branch, FAA; or EASA; or Airbus 

Helicopters’ EASA Design Organization 

Approval (DOA). If approved by the DOA, 

the approval must include the DOAauthorized signature. 

(4) This AD does not adopt the ‘‘Remarks’’ 

section of EASA AD 2023–0049. 

(i) No Reporting Requirement 

Although the material referenced in EASA 

AD 2023–0076 specifies to submit certain 

information to the manufacturer, this AD 

does not require that action. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

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 International Validation 

Branch, send it to the attention of the person 

identified in paragraph (k) of this AD or 

email to: AMOC@faa.gov. If mailing 

information, also submit information by 

email. 

(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. 

(k) Additional Information 

For more information about this AD, 

contact Hye Yoon Jang, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; phone: (206) 231– 

3758; email: hye.yoon.jang@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the material listed in this paragraph under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2023–0076, dated April 11, 2023. 

(ii) [Reserved] 

(3) For EASA material identified in this 

AD, contact EASA, Konrad-Adenauer-Ufer 3, 

50668 Cologne, Germany; phone: +49 221 

8999 000; email: ADs@easa.europa.eu; 

website: easa.europa.eu. You may find this 

EASA material on the EASA website at 

ad.easa.europa.eu. 

(4) You may view this material at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 6N– 

321, Fort Worth, TX 76177. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on September 4, 2024. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2024–23137 Filed 10–7–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–0218; Project 

Identifier AD–2023–00779–T; Amendment 

39–22836; AD 2024–18–02] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 787–8, 787–9, 

and 787–10 airplanes. This AD was 

prompted by a determination that the 

flight deck door decompression panel 

can strike the captain’s seat headrest if 

a flight deck or below the flight deck 

rapid decompression event occurs when 

the seat is in a certain position. This AD 

requires, for certain airplanes, replacing 

the affected captain’s seat assembly. 

This AD also prohibits the installation 

of affected parts. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective November 

12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 12, 2024. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–0218; 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, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

Material Incorporated by Reference: 

• For Boeing material 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; 

website myboeingfleet.com. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety 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 at regulations.gov 

under Docket No. FAA–2024–0218. 

FOR FURTHER INFORMATION CONTACT: 

Nicole S. Tsang, Aviation Safety 

Engineer, FAA, 2200 South 216th St., 

Des Moines, WA 98198; telephone 206– 

231–3959; email Nicole.S.Tsang@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA 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 

787–8, 787–9, and 787–10 airplanes. 

The NPRM published in the Federal 

Register on February 6, 2024 (89 FR 

8109). The NPRM was prompted by a 

determination that the flight deck door 

decompression panel can strike the 

captain’s seat headrest if a flight deck or 

below the flight deck rapid 

decompression event occurs when the 

seat is in a certain position. In the 

NPRM, the FAA proposed to require, for 

certain airplanes, replacing the affected 

captain’s seat assembly. The FAA also 

proposed to prohibit the installation of 

affected parts. The FAA is issuing this 

AD to address the possibility that the 

decompression panel could strike the 

captain’s head or face. The unsafe 

condition, if not addressed, could result 

in serious or potentially fatal injury to 


ddrumheller on DSK120RN23PROD with RULES1
Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations 81327 

the captain after a flight deck or below 

the flight deck rapid decompression 

event. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from Air 

Line Pilots Association, International 

(ALPA) and United Airlines who 

supported the NPRM without change. 

The FAA received additional 

comments from six commenters, 

including American Airlines, Air 

France, Boeing, British Airways, KLM 

Royal Dutch Airlines, and an 

individual. The following presents the 

relevant comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request To Change Applicability 

American Airlines requested that the 

applicability of the proposed AD be 

limited to the Boeing airplanes with line 

numbers in the effectivity of Boeing 

Special Attention Requirements Bulletin 

B787–81205–SB250294–00 RB, Issue 

001, dated June 14, 2023. The 

commenter stated that the Boeing 

Illustrated Parts Data (IPD) does not 

allow the installation of the captain’s 

seat having Ipeco part number (P/N) 

3A380–0007–01–7 on Boeing airplanes 

with line numbers that are not in the 

effectivity of Boeing Special Attention 

Requirements Bulletin B787–81205– 

SB250294–00 RB, Issue 001, dated June 

14, 2023. 

The FAA does not agree with the 

request. As explained in the NPRM, the 

FAA has determined there is a rotability 

issue, and the actions required by this 

AD can be accomplished on Boeing 

airplanes that are not identified in the 

effectivity of Boeing Special Attention 

Requirements Bulletin B787–81205– 

SB250294–00 RB, Issue 001, dated June 

14, 2023. It is physically possible to 

install a captain’s seat having Boeing P/ 

N S632Z301–21 (Ipeco P/N 3A380– 

0007–01–7) on airplanes initially 

delivered with the acceptable seat 

assemblies. The FAA has not changed 

this AD in response to this request. 

Request for Alternative Method of 

Compliance 

Air France, KLM Royal Dutch 

Airlines, British Airways, and an 

individual requested the proposed AD 

be revised to allow using procedures or 

modifications similar to those in the 

existing Boeing Flight Crew Operations 

Manual (FCOM). Air France requested 

an alternative method of compliance 

(AMOC) that could consist of marking 

limits on the flight deck based on 

existing Boeing FCOM instructions and 

adding procedures (which the 

commenter stated Boeing is developing) 

into the Airplane Flight Manual (AFM). 

KLM Royal Dutch Airlines requested 

that, as an alternative to the proposed 

AD, the FAA consider allowing 

instructions similar to those in the 

existing Boeing FCOM, along with 

revising the procedures in the AFM to 

include installation of a placard limiting 

seat recline and providing information 

to aid accurate seat positioning. British 

Airways noted that the proposed AD 

allows installing later-approved part 

numbers and claimed that the laterapproved part will be a seat with a 

placarding solution as proposed by 

Boeing that will essentially revert the 

part number back to a ‘‘-7.’’ British 

Airways requested that the proposed AD 

be revised to allow for the Boeing 

proposal using a placard as a means of 

compliance. An individual requested an 

AMOC-type approach that allows 

operators to enhance procedural 

compliance with the existing Boeing 

FCOM using procedures (including 

FCOM guidance around limiting the 

recline/aft movement of the seat), flight 

deck markings, and crew awareness 

training. The individual also requested 

a longer-term approach to the 

decompression panel issue that allow 

time for Boeing to come up with a 

permanent engineering solution to the 

door panel which will avoid the need to 

artificially limit the captain’s seat 

recline. Air France stated that the seat 

modification makes it impossible for 

pilots to achieve effective rest and may 

force the operator to add a third pilot on 

the operated routes or change the 

Boeing 787 fleet network, which can 

cause significant costs. KLM Royal 

Dutch Airlines stated that the seat 

modification limits seat recline to the 

point that it reduces the ability for pilots 

to have a controlled rest, which can 

negatively affect flight safety. KLM 

Royal Dutch Airlines suggested that its 

proposal would achieve the same level 

of safety as the proposed seat hardware 

modification. British Airways noted that 

the mechanical limiting device is more 

restrictive for tilt and recline than the 

guidance in Boeing’s existing FCOM, 

meaning pilots can’t effectively rest in 

the operating seat, increasing 

operational risk due to pilot fatigue. 

British Airways suggested the increased 

risk due to pilot fatigue outweighs the 

low risk of a flight deck decompression 

while the pilot’s seat is in the most 

rearward and tilted position. The 

individual stated that the risk analysis 

appears to be exaggerated given the 

likelihood of a decompression event 

occurring with a taller pilot without an 

alternative crew member available to 

safely continue flight, which the 

commenter stated is not likely given inservice experience of modern jet 

aircraft. The individual stated that the 

seat recline is restricted more than what 

would be required for 99.9% of the pilot 

cohort to avoid contact with the 

decompression panel in the event of an 

in-flight decompression. The individual 

suggested that the mechanical limiter 

doesn’t account for the fore/aft position 

of the seat and assumes an absolute 

worst-case scenario with a pilot in the 

0.01 percentile. 

The FAA does not agree with the 

commenters’ requests. The FAA 

evaluated fleet data and determined 

through risk analysis that the risk to 

flight crew is unacceptable and that 

delaying this action would be 

inappropriate. Additionally, the FAA 

notes that the flight deck door 

decompression panel may strike a taller 

or shorter pilot during a flight deck 

decompression event because the 

captain’s seat headrest is in the path of 

the decompression panel when the seat 

is in the aft track position with full 

recline and full seat pan tilt. The 

commenters’ proposals do not include 

supporting data that demonstrates an 

acceptable level of safety. However, 

under the provisions of paragraph (k) of 

this AD, operators may submit AMOC 

proposals that include supporting data 

that demonstrates an acceptable level of 

safety. Regarding a commenter’s request 

to revise the AD to allow Boeing’s 

proposed placard as a means of 

compliance, the FAA notes that this AD 

allows installing later-approved parts 

that meet the criteria specified in 

paragraph (h)(2) of this AD. A laterapproved part may have a placard 

solution, but a placard solution alone is 

not the same as a later-approved part. 

The FAA has not changed this AD in 

response to these requests. 

Request To Clarify Rapid 

Decompression Event 

Boeing requested that the FAA clarify 

text regarding the rapid decompression 

event that could lead to the unsafe 

condition. Boeing requested that the 

FAA revise the text ‘‘flight deck 

decompression event’’ to instead say 

‘‘flight deck or below the flight deck 

rapid decompression event’’ when 

referring to events that could cause the 

flight deck door decompression panel to 

strike the captain’s seat headrest. Boeing 

stated that each event would cause the 

flight deck door to open in the forward 

direction, either partially or fully. 

The FAA agrees with the request for 

the reasons provided. The FAA has 

revised this AD accordingly. 


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81328 Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations 

Request To Extend the Compliance 

Time 

British Airways requested that the 

compliance time be extended. British 

Airways noted that it relies on 

subcontractor suppliers to modify the 

seats, with limited extra seats to use 

while replacement seats are being 

provided, and the supplier may not 

have capacity to ramp up to conversion 

rate. British Airways added that Boeing 

does not have stock of the captain’s seat 

having Boeing P/N S632Z301–31 (Ipeco 

P/N 3A380–0007–01–8) to support a 

fleet-wide campaign within the 3-year 

compliance time. 

The FAA does not agree with the 

request. After considering all the 

available information, the FAA has 

determined that the compliance time, as 

proposed, represents an appropriate 

interval of time in which the required 

actions can be performed in a timely 

manner within the affected fleet, while 

still maintaining an adequate level of 

safety. In developing an appropriate 

compliance time, the FAA considered 

the safety implications, parts 

availability, and normal maintenance 

schedules for timely accomplishment of 

the modifications. The FAA has not 

changed this AD in response to this 

request. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed Boeing Special 

Attention Requirements Bulletin B787– 

81205–SB250294–00 RB, Issue 001, 

dated June 14, 2023. This material 

specifies procedures for replacing the 

affected captain’s seat assembly part 

number (P/N) S632Z301–21 (Ipeco P/N 

3A380–0007–01–7) with captain’s seat 

assembly P/N S632Z301–31 (Ipeco P/N 

3A380–0007–01–8). 

This material 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 

The FAA estimates that this AD 

affects 155 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Replacement ..................... Up to 3 work-hours × $85 per hour = 

$255.

$1,335 Up to $1,590 ..................... Up to $246,450. 

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. 

The FAA is 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) Will not affect intrastate aviation 

in Alaska, and 

(3) 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. 

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: 

2024–18–02 The Boeing Company: 

Amendment 39–22836; Docket No. 

FAA–2024–0218; Project Identifier AD– 

2023–00779–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective November 12, 2024. 

(b) Affected ADs 

This AD affects AD 2016–19–04, 

Amendment 39–18653 (81 FR 65857, 

September 26, 2016) (AD 2016–19–04). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 787–8, 787–9, and 787–10 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25, Equipment/furnishings. 

(e) Unsafe Condition 

This AD was prompted by a determination 

that the flight deck door decompression 

panel can strike the captain’s seat headrest if 

a flight deck or below the flight deck rapid 

decompression event occurs when the seat is 

in a certain position. The FAA is issuing this 

AD to address the possibility that the 

decompression panel could strike the 

captain’s head or face. The unsafe condition, 

if not addressed, could result in serious or 

potentially fatal injury to the captain after a 

flight deck or below the flight deck rapid 

decompression event. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 


ddrumheller on DSK120RN23PROD with RULES1
Federal Register / Vol. 89, No. 195 / Tuesday, October 8, 2024 / Rules and Regulations 81329 

(g) Required Actions 

For airplanes with an original certificate of 

airworthiness or original export certificate of 

airworthiness issued on or before the 

effective date of this AD, with a seat 

assembly having Boeing part number (P/N) 

S632Z301–21 (Ipeco P/N 3A380–0007–01–7) 

installed on the captain’s side: Except as 

specified by paragraph (h) of this AD, at the 

applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Special 

Attention Requirements Bulletin B787– 

81205–SB250294–00 RB, Issue 001, dated 

June 14, 2023, do all applicable actions 

identified in, and in accordance with, the 

Accomplishment Instructions of Boeing 

Special Attention Requirements Bulletin 

B787–81205–SB250294–00 RB, Issue 001, 

dated June 14, 2023. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Special Attention 

Service Bulletin B787–81205–SB250294–00, 

Issue 001, dated June 14, 2023, which is 

referred to in Boeing Special Attention 

Requirements Bulletin B787–81205– 

SB250294–00 RB, Issue 001, dated June 14, 

2023. 

(h) Exceptions to Service Bulletin 

Specifications 

(1) Where the Boeing Recommended 

Compliance Time column of the table in the 

‘‘Compliance’’ paragraph of Boeing Special 

Attention Requirements Bulletin B787– 

81205–SB250294–00 RB, Issue 001, dated 

June 14, 2023, refers to the Issue 001 date of 

Requirements Bulletin B787–81205– 

SB250294–00 RB, this AD requires using the 

effective date of this AD. 

(2) Where Boeing Special Attention 

Requirements Bulletin B787–81205– 

SB250294–00 RB, Issue 001, dated June 14, 

2023, specifies replacement with captain’s 

seat assemblies having Boeing P/N 

S632Z301–31 (Ipeco P/N 3A380–0007–01–8), 

this AD requires installing that part number 

or a later-approved part number. Laterapproved part numbers are only those that 

are approved as a replacement for the 

applicable captain’s seat assembly and are 

approved as part of the type design by the 

FAA or The Boeing Company Organization 

Designation Authorization (ODA) after June 

14, 2023 (the issuance date of Boeing Special 

Attention Requirements Bulletin B787– 

81205–SB250294–00 RB, Issue 001). 

(i) Terminating Action for Certain 

Requirements of AD 2016–19–04 

Replacement of the captain’s seat assembly 

as required by paragraph (g) of this AD 

terminates the requirements of paragraph 

(h)(1) of AD 2016–19–04, for that captain’s 

seat assembly only. 

(j) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install a captain’s seat assembly, 

having Boeing P/N S632Z301–21 (Ipeco P/N 

3A380–0007–01–7), on any airplane. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, AIR–520, Continued 

Operational Safety 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 responsible Flight Standards 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 (l)(1) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards 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 Company 

ODA that has been authorized by the 

Manager, AIR–520, Continued Operational 

Safety Branch, FAA, 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. 

(l) Related Information 

(1) For more information about this AD, 

contact Nicole S. Tsang, Aviation Safety 

Engineer, FAA, 2200 South 216th St., Des 

Moines, WA 98198; telephone 206–231– 

3959; email Nicole.S.Tsang@faa.gov. 

(2) Material identified in this AD that is not 

incorporated by reference is available at the 

address specified in paragraph (m)(3) this 

AD. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the material listed in this paragraph 

under 5 U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Boeing Special Attention Requirements 

Bulletin B787–81205–SB250294–00 RB, Issue 

001, dated June 14, 2023. 

(ii) [Reserved] 

(3) For Boeing material 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; website myboeingfleet.com. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety 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 material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on September 3, 2024. 

Peter A. White, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2024–23114 Filed 10–7–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–1003; Project 

Identifier MCAI–2023–00712–T; Amendment 

39–22837; AD 2024–18–03] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc., Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2023–11– 

01, which applied to certain 

Bombardier, Inc., Model BD–100–1A10 

airplanes. AD 2023–11–01 required a 

records check and replacement of 

affected left-hand (LH) direct current 

power center (DCPC) units. AD 2023– 

11–01 also provided optional 

terminating action for the records check 

and replacement. This AD was 

prompted by multiple reports of erratic 

electrical system status on the push 

button annunciators (PBAs) and the 

engine instrument and crew alerting 

system (EICAS) while on-ground and 

during flight, and by the determination 

that certain DCPC units require 

additional modification or replacement. 

This AD requires checking maintenance 

records of certain airplanes, replacing 

certain DCPC units, and modifying 

certain DCPC units. This AD also 

expands the applicability of AD 2023– 

11–01 and prohibits the installation of 

affected parts. The FAA is issuing this 

AD to address the unsafe condition on 

these products. 

DATES: This AD is effective November 

12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 12, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of August 15, 2023 (88 FR 

44042, July 11, 2023). 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–1003; 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 mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 


ddrumheller on DSK120RN23PROD with RULES1