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. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

30005 

Vol. 79, No. 101 

Tuesday, May 27, 2014 

FARM CREDIT ADMINISTRATION 

12 CFR Part 620 

Disclosure to Shareholders 

CFR Correction 

In Title 12 of the Code of Federal 

Regulations, Parts 600 to 899, revised as 

of January 1, 2014, on page 242, in 

§ 620.2, paragraph (e) is reinstated to 

read as follows: 

§ 620.2 Preparing and filing reports. 

* * * * * 

(e) All items of essentially the same 

character as items required to be 

reported in the reports of condition and 

performance pursuant to part 621 of this 

chapter shall be prepared in accordance 

with the rules set forth in part 621. 

* * * * * 

[FR Doc. 2014–12307 Filed 5–23–14; 8:45 am] 

BILLING CODE 1505–01–D 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0618; Directorate 

Identifier 2007–NM–355–AD; Amendment 

39–17844; AD 2014–09–09] 

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 777–200, 

–200LR, –300, –300ER, and 777F series 

airplanes. This AD was prompted by 

reports of two in-service occurrences on 

Model 737–400 airplanes of total loss of 

boost pump pressure of the fuel feed 

system, followed by loss of fuel system 

suction feed capability on one engine, 

and in-flight shutdown of the engine. 

This AD requires revising the 

maintenance program to incorporate a 

revision to the Airworthiness 

Limitations Section of the maintenance 

planning data (MPD) document. We are 

issuing this AD to detect and correct 

failure of the engine fuel suction feed of 

the fuel system, which, in the event of 

total loss of the fuel boost pumps, could 

result in dual engine flameout, inability 

to restart the engines, and consequent 

forced landing of the airplane. 

DATES: This AD is effective July 1, 2014. 

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 service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

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–2008– 

0618; 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: Sue 

Lucier, Aerospace Engineer, Propulsion 

Branch, ANM–140S, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

phone: 425–917–6438; fax: 425–917– 

6590; email: suzanne.lucier@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a second supplemental 

notice of proposed rulemaking (SNPRM) 

to amend 14 CFR part 39 by adding an 

AD that would apply to all The Boeing 

Company Model 777–200, –200LR, 

–300, –300ER, and 777F series 

airplanes. The second SNPRM 

published in the Federal Register on 

July 30, 2013 (78 FR 45898). The second 

SNPRM proposed to add Model 777F 

series airplanes to the applicability. 

We preceded the second SNPRM with 

the first SNPRM, which published in 

the Federal Register on March 7, 2013 

(78 FR 14722). The first SNPRM 

proposed to revise the maintenance 

program to incorporate a revision to the 

Airworthiness Limitations Section of 

the maintenance planning data (MPD) 

document. 

We preceded the first SNPRM with a 

notice of proposed rulemaking (NPRM) 

that published in the Federal Register 

on June 6, 2008 (73 FR 32253). The 

NPRM was prompted by reports of two 

in-service occurrences on Model 737– 

400 airplanes of total loss of boost pump 

pressure of the fuel feed system, 

followed by loss of fuel system suction 

feed capability on one engine, and inflight shutdown of the engine. The 

subject area on Model 777 airplanes is 

almost identical to that area on Model 

737–400 airplanes; therefore, Model 777 

airplanes may be subject to the unsafe 

condition revealed on Model 737–400 

airplanes. The NPRM proposed to 

require performing repetitive 

operational tests of the engine fuel 

suction feed of the fuel system, and 

other related testing if necessary. 

We are issuing this AD to detect and 

correct failure of the engine fuel suction 

feed of the fuel system, which, in the 

event of total loss of the fuel boost 

pumps, could result in dual engine 

flameout, inability to restart the engines, 

and consequent forced landing of the 

airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the second SNPRM (78 FR 

45898, July 30, 2013) and the FAA’s 

response to each comment. FedEx 

concurs with the proposed 

requirements. 

Request To Allow the Use of Later 

Revisions of the Maintenance Planning 

Document (MPD) 

United Airlines (UAL) asked that we 

allow using the latest MPD revision of 


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30006 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

May 2013 for accomplishing the 

required actions. UAL stated that 

paragraph (l) of the second SNPRM (78 

FR 45898, July 30, 2013) provides credit 

for doing the actions required by 

paragraph (g) of the second SNPRM 

before the effective date of the AD, if the 

actions were done using Revision 

February 2012 of the MPD. UAL 

suggested that credit for Revision May 

2013 of the MPD also be included in 

paragraph (l) of the second SNPRM. 

We agree to give credit for the latest 

revision of Section 9, Airworthiness 

Limitations (AWLs) and Certification 

Maintenance Requirements (CMRs), 

D622W001–9, which is Revision dated 

June 2013; provided the revised 

‘‘interval’’ specified in Appendix 1 of 

this AD is incorporated into the existing 

maintenance program within 90 days 

after the effective date of this AD. We 

have revised paragraph (i) of this AD 

accordingly. 

Request To Clarify Reason for the 

Unsafe Condition 

Boeing asked that we clarify the 

reason for the unsafe condition 

identified in the second SNPRM (78 FR 

45898, July 30, 2013). Boeing asked that 

we provide additional clarification that 

there are no reports of any in-service 

events on Model 777 airplanes. 

We acknowledge the commenter’s 

concern, but do not find it necessary to 

clarify the unsafe condition further. We 

clarified the reason for the unsafe 

condition in the first SNPRM (78 FR 

45898, July 30, 2013) per a similar 

request from Boeing regarding the fact 

that there had been no events on Model 

777 airplanes. In light of this, we find 

that further clarification is not 

necessary. We have made no change to 

the final rule in this regard. 

Change to Final Rule 

We removed the on-condition costs 

specified in the ‘‘Costs of Compliance’’ 

section of this final rule because there 

are no on-condition actions. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 676 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

ESTIMATED COSTS

Action Labor cost Cost per product Cost on 

U.S. operators 

Maintenance Program Revision ........................... 1 work-hour × $85 per hour = $85 ...................... $85 per test ........... $57,460, per test. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2014–09–09 The Boeing Company:

Amendment 39–17844; Docket No. 

FAA–2008–0618; Directorate Identifier 

2007–NM–355–AD. 

(a) Effective Date 

This AD is effective July 1, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 777–200, –200LR, –300, 

–300ER, and 777F series airplanes, 

certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 2800, Aircraft Fuel System. 

(e) Unsafe Condition 

This AD was prompted by reports of two 

in-service occurrences on Model 737–400 

airplanes of total loss of boost pump pressure 

of the fuel feed system, followed by loss of 

fuel system suction feed capability on one 

engine, and in-flight shutdown of the engine. 

We are issuing this AD to detect and correct 

failure of the engine fuel suction feed of the 

fuel system, which, in the event of total loss 

of the fuel boost pumps, could result in dual 

engine flameout, inability to restart the 

engines, and consequent forced landing of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Maintenance Program Revision 

Within 90 days after the effective date of 

this AD: Revise the maintenance program to 

incorporate the airworthiness limitation 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 30007 

(AWL) identified in Appendix 1 of this AD, 

AWL No. 28–AWL–101, Engine Fuel Suction 

Feed Operational Test. The initial 

compliance time for accomplishing AWL No. 

28–AWL–101 is within 7,500 flight hours or 

3 years after the effective date of this AD, 

whichever is first. 

(h) No Alternative Actions, Intervals, and/or 

Critical Design Configuration Control 

Limitations (CDCCLs) 

After accomplishing the revision required 

by paragraph (g) of this AD, no alternative 

actions (e.g., tests), intervals, or CDCCLs may 

be used unless the actions, intervals, or 

CDCCLs are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(i) Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using AWL No. 28– 

AWL–101, Engine Fuel Suction Feed 

Operational Test, of Section D.2., Engine 

Suction Fuel System, of Section 9, 

Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs), D622W001–9, Revision February 

2012, or Revision June 2013, of the Boeing 

777 Maintenance Planning Data (MPD) 

Document, provided the revised ‘‘interval’’ 

specified in Appendix 1 of this AD is 

incorporated into the existing maintenance 

program within 90 days after the effective 

date of this AD. 

(j) 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 the 

Related Information section 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. 

(k) Related Information 

(1) For more information about this AD, 

contact Sue Lucier, Aerospace Engineer, 

Propulsion Branch, ANM–140S, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6438; fax: 425–917– 

6590; email: suzanne.lucier@faa.gov. 

(2) For service information identified in 

this AD that is not incorporated by reference, 

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. 

(l) Material Incorporated by Reference 

None. 

Appendix 1 of AD 2014–09–09 

AWL No. Task Interval Applicability Description 

28–AWL–101 .... ALI ............... 7,500 FH or 3 years, whichever is first.ALL .............. Engine Fuel Suction Feed Operational Test. 

An Engine Fuel Suction Feed Operational Test must be accomplished successfully on each engine individually. This 

test is required in order to protect against engine flameout 

during suction feed operations, and must meet the following requirements (refer to Boeing AMM 28–22–00): 

Fuel Tank Quantity Limitations: 

Engine No. 1 

a. The Center Tank Fuel Quantity must not exceed 5,000 lbs 

(2,270 kg). 

b. The Main Tank No. 1 Fuel Quantity must be between 

1,400 lbs–1,600 lbs (600 kg–800 kg). 

NOTE: Excess fuel can be transferred to Main Tank No. 2. 

Engine No. 2 

a. The Center Tank Fuel Quantity must not exceed 5,000 lbs 

(2,270 kg). 

b. The Main Tank No. 2 Fuel Quantity must be between 

1,400 lbs–1,600 lbs (600 kg–800 kg). 

NOTE: Excess fuel can be transferred to Main Tank No. 1. 

Test Procedural Limitations: 

1. The Fuel Cross-Feed Valve must be CLOSED. 

2. The APU Selector Switch must be OFF. 

3. Idle Engine Warm-up time of minimum two minutes with 

Boost Pump ON. 

4. Idle Engine Suction Feed (Boost Pump OFF) operation for 

a minimum of five minutes. 

NOTE: APU may be used to start the engines provided the 

Fuel Tank Quantity and Test Procedural Limitations are 

met. 

The test is considered a success if engine operation is maintained during the five-minute period and engine parameters (N1, N2, and Fuel Flow) do not decay relative to 

those observed with Boost Pump ON. 

A suction feed system that fails the operational test must be 

repaired or maintained, and successfully pass the Engine 

Suction Feed Operational Test prior to further flight. 


emcdonald on DSK67QTVN1PROD with RULES
30008 Federal Register / Vol. 79, No. 101 / Tuesday, May 27, 2014 / Rules and Regulations 

Issued in Renton, Washington, on April 18, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–12093 Filed 5–23–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1103; Directorate 

Identifier 2012–NM–131–AD; Amendment 

39–17842; AD 2014–09–07] 

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 certain 

The Boeing Company Model 757–200, 

–200PF, –200CB, and –300 series 

airplanes. This AD was prompted by 

reports of cracking of the forward 

bulkhead web, web stiffeners, 

attachment angles, and thermal anti-ice 

(TAI) spray ring assemblies of the 

engine air intake cowl. This AD requires 

replacing the forward bulkhead 

assembly, TAI spray ring assembly, and 

attachment fittings of the air intake 

cowl. We are issuing this AD to prevent 

the failure of air intake cowl 

components due to cracking, which 

could result in the air intake cowl 

separating from the engine and striking 

critical airplane control surfaces that 

could result in a loss of airplane control; 

severe engine damage and loss of thrust; 

or large parts striking a person or 

property on the ground. 

DATES: This AD is effective July 1, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 1, 2014. 

ADDRESSES: For Rolls-Royce service 

information identified in this AD, 

contact Rolls-Royce plc, P.O. Box 31, 

Derby, DE24 8BJ, United Kingdom; 

telephone 011 44 1332 242424; fax 011 

44 1332 249936; email http://www.rollsroyce.com/contact/civil_team.jsp; 

Internet https://www.aeromanager.com. 

For Bombardier service information 

identified in this AD, contact Short 

Brothers PLC, Airworthiness, P.O. Box 

241, Airport Road, Belfast, BT3 9DZ 

Northern Ireland; telephone 

+44(0)2890–462469; fax +44(0)2890– 

468444; Internet http://

www.bombardier.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. 

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–2012– 

1103; 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: 

Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6501; fax: (425) 917–6590; email: 

kevin.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 757–200, –200PF, –200CB, and 

–300 series airplanes. The NPRM 

published in the Federal Register on 

October 19, 2012 (77 FR 64242). The 

NPRM was prompted by reports of 

cracking of the forward bulkhead web, 

web stiffeners, attachment angles, and 

thermal anti-ice (TAI) spray ring 

assemblies of the engine air intake cowl. 

The NPRM proposed to require 

replacing the forward bulkhead 

assembly, TAI spray ring assembly, and 

attachment fittings of the air intake 

cowl. We are issuing this AD to prevent 

the failure of air intake cowl 

components due to cracking, which 

could result in the air intake cowl 

separating from the engine and striking 

critical airplane control surfaces that 

could result in a loss of airplane control; 

severe engine damage and loss of thrust; 

or large parts striking a person or 

property on the ground. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 64242, 

October 19, 2012) and the FAA’s 

response to each comment. 

Requests To Delay Final Rule Pending 

Modification as Terminating Action 

FedEx, American Airlines (AAL), and 

United Airlines (UAL) requested that we 

delay issuance of this final rule until the 

manufacturer can release service 

information that contains instructions 

for a modification as terminating action 

for the repetitive replacements proposed 

in the NPRM (77 FR 69242, October 19, 

2012). In lieu of that, FedEx and AAL 

requested we include a modification as 

terminating action. FedEx and AAL 

stated that it would be more beneficial 

to accomplish the terminating 

modification rather than doing the 

interim replacements of the air intake 

cowl bulkhead assemblies or parts. UAL 

noted that airlines are working with 

Boeing to obtain improvements to the 

current design, which includes a threepart solution to most structural design 

deficiencies. 

FedEx explained that Rolls-Royce was 

scheduled to release service information 

including a terminating modification for 

the repetitive replacements during the 

first quarter of 2013. UAL stated 

repetitive replacement of the forward 

bulkhead is expensive and does not 

solve the inherent design problem. 

We partially agree. We agree that a 

terminating modification, if available, 

should be included as part of this final 

rule, because eliminating the in-service 

safety issue is a preferred choice over 

repetitive replacement of assemblies or 

parts. 

However, we disagree with delaying 

issuance of this final rule until service 

information containing procedures for a 

terminating modification becomes 

available. We have not received an exact 

date for release of the planned RollsRoyce service information. We have 

determined that to delay this final rule 

would be inappropriate, since we have 

determined that such a delay would not 

adequately address the unsafe condition 

in a timely manner and that replacing 

the forward bulkhead assembly 

components must be done to ensure 

continued safety. When the terminating 

modification becomes available, we 

might consider additional rulemaking. 

Operators may apply for approval of an 

alternative method of compliance 

(AMOC) for these actions in accordance 

with the provisions of paragraph (l) of 


emcdonald on DSK67QTVN1PROD with RULES