57744 Federal Register / Vol. 80, No. 186 / Friday, September 25, 2015 / Proposed Rules 

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 

removing Airworthiness Directive (AD) 

2014–12–51, Amendment 39-17921 (79 

FR 45335, August 5, 2014), and adding 

the following new AD: 

Airbus Helicopters (previously Eurocopter 

France): Docket No. FAA–2015–3970; 

Directorate Identifier 2015–SW–006–AD. 

(a) Applicability 

This AD applies to Airbus Helicopters 

Model EC130B4 and EC130T2 helicopters 

with a tailboom to fenestron junction frame 

(junction frame) that has 690 or more hours 

time-in-service (TIS), certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in the junction frame. This condition 

could result in failure of the junction frame, 

which could result in loss of the Fenestron 

and subsequent loss of control of the 

helicopter. 

(c) Affected ADs 

This AD supersedes AD 2014–12–51, 

Amendment 39–17921 (79 FR 45335, August 

5, 2014). 

(d) Comments Due Date 

We must receive comments by November 

24, 2015. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

(1) Before the junction frame reaches 700 

hours TIS or within 10 hours TIS, whichever 

occurs later, remove the horizontal stabilizer, 

clean the junction frame, and dye-penetrant 

inspect around the circumference of the 

junction frame for a crack in the areas shown 

in Figure 1 of Airbus Helicopters EC130 

Emergency Alert Service Bulletin No. 

05A017, Revision 2, dated February 20, 2015 

(EASB 05A017). Pay particular attention to 

the area around the 4 spars (item b) of Figure 

1 of EASB 05A017. An example of a crack 

is shown in Figure 3 of EASB 05A017. 

(2) Within 25 hours TIS or 390 sling cycles, 

whichever occurs first after the inspection 

required by paragraph (f)(1) of this AD, and 

thereafter at intervals not exceeding 25 hours 

TIS or 390 sling cycles, whichever occurs 

first, either perform the actions of paragraph 

(f)(1) of this AD or, if the area is clean, using 

a borescope, inspect around the 

circumference of the junction frame for a 

crack in the areas shown in Figure 2 of EASB 

05A017. Pay particular attention to the area 

around the 4 spars (item b) of Figure 2 of 

EASB 05A017. An example of a crack is 

shown in Figure 3 of EASB 05A017. For 

purposes of this AD, a sling cycle is defined 

as one landing with or without stopping the 

rotor or one external load-carrying operation; 

an external load-carrying operation occurs 

each time a helicopter picks up an external 

load and drops it off. 

(3) If there is a crack, before further flight, 

replace the junction frame. 

(g) Special Flight Permits 

Special flight permits are prohibited. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Robert Grant, 

Aviation Safety Engineer, Safety Management 

Group, Rotorcraft Directorate, FAA, 10101 

Hillwood Pkwy, Fort Worth, TX 76177; 

telephone (817) 222–5110; email 9-ASWFTW-AMOC-Requests@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office, before 

operating any aircraft complying with this 

AD through an AMOC. 

(i) Additional Information 

(1) Airbus Helicopters Service Bulletin No. 

EC130–53–029, Revision 0, dated February 

20, 2015, which is not incorporated by 

reference, contains additional information 

about the subject of this AD. For service 

information identified in this AD, contact 

Airbus Helicopters, Inc., 2701 N. Forum 

Drive, Grand Prairie, TX 75052; telephone 

(972) 641–0000 or (800) 232–0323; fax (972) 

641–3775; or at http://www.air

bushelicopters.com/techpub. You may 

review a copy of the service information at 

the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy, 

Room 6N–321, Fort Worth, TX 76177. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2015–0033–E, dated February 24, 2015. 

You may view the EASA AD on the Internet 

at http://www.regulations.gov in Docket No. 

FAA–2015–3970. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code: 5302: Rotorcraft Tailboom. 

Issued in Fort Worth, Texas, on September 

17, 2015. 

James A. Grigg, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–24251 Filed 9–24–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0027; Directorate 

Identifier 2010–NM–127–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (SNPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for The Boeing Company Model 777– 

200 and –300 series airplanes, equipped 

with Rolls-Royce Model RB211–Trent 

800 engines. The notice of proposed 

rulemaking (NPRM) proposed to require 

repetitive inspections of the thrust 

reverser (T/R) structure and sealant, and 

related investigative and corrective 

actions if necessary. The NPRM was 

prompted by reports of T/R events 

related to thermal damage of the T/R 

inner wall. This action revises the 

NPRM by proposing to add different 

repetitive inspections requirements for 

T/R halves with a thermal protective 

system installed. This action also 

revises the NPRM by proposing to 

require installation of serviceable T/R 

halves, which would terminate the 

repetitive inspections in this SNPRM. 

This SNPRM also proposes to revise the 

inspection or maintenance program by 

incorporating new airworthiness 

limitations. We are proposing this 

SNPRM to detect and correct a degraded 

T/R inner wall panel, which could lead 

to failure of the T/R and adjacent 

components and their consequent 

separation from the airplane, and which 

could result in a rejected takeoff (RTO) 

and cause asymmetric thrust and 

consequent loss of control of the 

airplane during reverse thrust operation. 

If a T/R inner wall overheats, separated 

components could cause structural 

damage to the airplane, damage to other 

airplanes, or possible injury to people 

on the ground. Since these actions 

impose an additional burden over that 

proposed in the NPRM, we are 

reopening the comment period to allow 

the public the chance to comment on 

these proposed changes. 

DATES: We must receive comments on 

this SNPRM by November 9, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

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Federal Register / Vol. 80, No. 186 / Friday, September 25, 2015 / Proposed Rules 57745 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

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–2011– 

0027. 

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–2011– 

0027; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: 425– 

917–6501; fax: 425–917–6590; email: 

kevin.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–0027; Directorate Identifier 

2010–NM–127–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Model 777–200 and 

–300 series airplanes. The NPRM 

published in the Federal Register on 

January 20, 2011 (76 FR 3561). The 

NPRM proposed to require repetitive 

inspections for degradation of T/R 

structure and sealant, and related 

investigative and corrective actions if 

necessary. 

Actions Since NPRM (76 FR 3561, 

January 20, 2011) Was Issued 

Since we issued the NPRM (76 FR 

3561, January 20, 2011), we have 

received additional reports of thermal 

damage of the T/R inner wall on RollsRoyce Model RB211–Trent 800 engines. 

The preamble to the NPRM (76 FR 

3561, January 20, 2011) specified that 

we considered those proposed 

requirements ‘‘interim action,’’ and that 

the manufacturer was developing a 

modification to address the unsafe 

condition. That NPRM explained that 

we might consider further rulemaking if 

a modification were developed, 

approved, and available. The 

manufacturer now has developed a 

thermal protection system (TPS) and 

inner wall. We have determined that 

further rulemaking is indeed necessary. 

This proposed AD also would require a 

revision to the maintenance or 

inspection program to incorporate new 

airworthiness limitations. We have 

determined the following actions are 

necessary to address the identified 

unsafe condition: 

• For airplanes with pre-TPS 

insulation blankets, part number P/N 

315W5113–(XX) and 315W5010–(XX): 

The interim actions and repetitive 

inspections are specified Boeing Alert 

Service Bulletin 777–78A0065, Revision 

2, dated May 6, 2010. 

• For airplanes with TPS insulation 

blankets, P/N 315W5115–(XX): The 

interim repetitive inspections (nondestructive test (NDT) and electronic 

engine control (EEC) repetitive 

inspections only) are specified in 

Boeing Service Bulletin 777–78–0082, 

Revision 1, dated June 15, 2015; and 

Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013. 

• For all airplanes: The final 

terminating action, installing 

serviceable T/R halves, is specified in 

Boeing Alert Service Bulletin 777– 

78A0094, dated July 29, 2014. 

• For all airplanes: New 

airworthiness limitations, Airworthiness 

Limitations 78–AWL–01 and 78–AWL– 

02, that need to be incorporated in the 

maintenance or inspection program are 

specified in Boeing 777 Maintenance 

Planning Data (MPD) Document, Section 

9, Airworthiness Limitations (AWLs) 

and Certification Maintenance 

Requirements (CMRs), D622W001–9, 

Revision dated October 2014. 

Related Service Information Under 1 

CFR Part 51 

We reviewed the following service 

information. 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 SNPRM. 

• Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010. This service information describes 

procedures for a review of the airplane 

maintenance records to determine 

whether sealant was added to insulation 

blankets around compression pad 

fittings and powered door opening 

system (PDOS) fittings; inspections of 

the T/R structure; and related 

investigative and corrective actions. 

• Boeing Alert Service Bulletin 777– 

78A0094, dated July 29, 2014. This 

service information describes 

procedures for installing serviceable T/ 

R halves. 

• Boeing Service Bulletin 777–78– 

0082, Revision 1, dated June 15, 2015; 

and Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013. This service information 

describes, among other actions, 

procedures for inspections of the T/R 

structure, and related investigative and 

corrective actions. Boeing Special 

Attention Service Bulletin 777–78– 

0071, Revision 2, dated July 23, 2013, 

also describes, for airplanes on which 

the actions specified Boeing Special 

Attention Service Bulletin 777–78– 

0071, dated November 29, 2009, have 

been done, procedures for installation of 

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click bond covers and bracket, a general 

visual inspection of the compression 

fitting for incorrect pin orientation, and 

related investigative and corrective 

actions. 

• Airworthiness Limitations 78– 

AWL–01, Thrust Reverser Thermal 

Protection System; and 78–AWL–02, 

Thrust Reverser Inner Wall; as specified 

in Boeing 777 Maintenance Planning 

Data (MPD) Document, Section 9, 

Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs), D622W001–9, Revision dated 

October 2014. Airworthiness Limitation 

78–AWL–01 describes an inspection of 

the T/R TPS on both engines. 

Airworthiness Limitation 78–AWL–02 

describes an inspection of the T/R inner 

wall. 

Comments 

We gave the public the opportunity to 

comment on the NPRM (76 FR 3561, 

January 20, 2011). The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Support for the NPRM (76 FR 3561, 

January 20, 2011) 

Boeing concurred with the contents of 

the NPRM (76 FR 3561, January 20, 

2011). 

Requests To Include Terminating 

Action 

American Airlines (AAL), Delta Air 

Lines, and Air New Zealand requested 

that we revise the NPRM (76 FR 3561, 

January 20, 2011) to allow installation of 

a TPS, which is described in Boeing 

Special Attention Service Bulletin 777– 

78–0071, Revision 2, dated July 23, 

2013. The commenters proposed that 

the TPS installation terminate the 

proposed repetitive inspections of 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, which are specified in the NPRM. 

We partially agree with the request. 

We agree to provide a terminating action 

for the inspections specified in this 

proposed AD. However, we do not agree 

that installation of a TPS as described in 

Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013, would provide an 

adequate level of safety to completely 

address the identified unsafe condition. 

Instead, we have determined that 

installing serviceable T/R halves as 

specified in Boeing Alert Service 

Bulletin 777–78A0094, dated July 29, 

2014, is terminating action for the 

inspections specified in this proposed 

AD. We have also determined that 

installing serviceable T/R halves (see 

Boeing Alert Service Bulletin 777– 

78A0094, dated July 29, 2014, for 

definition of serviceable) and revising 

the maintenance or inspection program 

to incorporate new airworthiness 

limitations addresses the identified 

unsafe condition. We have added the 

proposed requirement to install 

serviceable T/R halves to paragraph (l) 

of this AD and we have added the 

proposed requirement to revise the 

maintenance or inspection program to 

paragraph (n) of this AD. 

Request To Correct Work Package 

Reference 

AAL requested that we revise 

paragraph (i) of the proposed AD, which 

incorrectly referred to the compliance 

time for Work Packages 2 and 5 ‘‘or 

Work Packages 2 and 6.’’ The correct 

reference is to the compliance time for 

Work Packages 2 and 5 ‘‘or Work 

Packages 5 and 6.’’ 

We agree with this request, and have 

changed the references accordingly in 

paragraph (h)(2) in this proposed AD, 

which was paragraph (i) in the original 

proposed AD. 

We also note a similar typographical 

error in the preamble of the NPRM (76 

FR 3561, January 20, 2011), in the 

‘‘Relevant Service Information’’ section, 

under the subsection titled ‘‘Work 

Package 6’’ for Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, 

dated May 6, 2010. That subsection 

incorrectly specified that Work Package 

6 may be done as an option to Work 

Package 2, if the shorter repetitive 

inspection intervals specified in ‘‘Work 

Package 2’’ are followed. The correct 

intervals are specified in ‘‘Work Package 

6.’’ The ‘‘Relevant Service Information’’ 

section is not repeated in this proposed 

AD, however, so we have not changed 

this proposed AD regarding this issue. 

We have provided a general description 

of Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 2010 

in the ‘‘Related Service Information 

under 1 CFR part 51’’ section of this 

proposed AD. 

Request To Remove Certain Service 

Bulletin Exception 

AAL requested that we remove 

paragraph (k) from the proposed AD, 

which explained that where the 

Condition column in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, 

dated May 6, 2010, referred to ‘‘total 

flight cycles,’’ it means ‘‘total flight 

cycles as of the effective date of this 

AD.’’ AAL was concerned that total 

flight cycles are stated to be total flight 

cycles on the airplane rather than total 

flight cycles on the T/R half. AAL 

reported that it is not uncommon for the 

total flight cycles of the T/R half to 

differ from the total flight cycles of the 

airframe, because T/Rs are linereplacement units. 

We partially agree. We agree that 

those compliance times, in terms of total 

flight cycles, should apply to each T/R 

half, although we had inadvertently 

specified total flight cycles on the 

airplane. We disagree, however, to 

remove paragraph (k) of the original 

proposed AD, which is paragraph (h)(4) 

in this proposed AD. The intent of 

paragraph (h)(4) of this proposed AD is 

to provide a relative starting date from 

which to establish the compliance time; 

no such starting point was provided in 

the service information. We have 

retained the exception in paragraph 

(h)(4) in this proposed AD, but changed 

‘‘airplanes with the specified total flight 

cycles’’ to ‘‘each T/R half with the 

specified total flight cycles as of the 

effective date of this AD.’’ 

Requests To Allow Future Aircraft 

Maintenance Manual (AMM) Revisions 

AAL stated that Boeing intends to 

revise AMM 78–31–06, which is 

referenced in Work Package 1 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010. AAL 

recommended that we revise paragraph 

(g)(1) of the proposed AD to allow the 

use of any revision of that AMM during 

the inspection specified in Work 

Package 1. AAL stated that the AD does 

not specify which revision levels of 

AMM 78–31–06 are acceptable for this 

inspection. 

We disagree that it is necessary to 

revise the NPRM (76 FR 3561, January 

20, 2011) in response to this request. 

Use of a specific revision level of an 

AMM is not required during the 

accomplishment of the actions specified 

in Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010. An operator can therefore use a 

new AMM revision during that 

inspection without requesting FAA 

approval of an alternative method of 

compliance (AMOC). We have not 

changed this proposed AD regarding 

this issue. 

Request To Allow Organization 

Designation Authorization (ODA) 

Approval of Repairs 

AAL was concerned about the effect 

on its operation of the proposed 

requirement for FAA approval of certain 

repairs. AAL recommended that we 

revise the NPRM (76 FR 3561, January 

20, 2011) to provide Boeing repair 

approval authority. AAL added that 

Boeing’s technical and engineering 

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support can support any situation and 

avoid grounding an airplane. 

We partially agree with the request. 

We agree to allow Boeing repair 

approval authority for structural aspects 

of the repair, but the FAA must approve 

non-structural aspects of any repair. We 

have added new paragraph (r)(3) in this 

proposed AD to delegate the authority to 

the Boeing Commercial Airplanes ODA 

to approve AMOCs for structural repairs 

that may be conditionally required by 

this AD. 

Request To Allow Flexibility in Work 

Accomplishment 

AAL requested that we revise the 

NPRM (76 FR 3561, January 20, 2011) to 

allow airlines the flexibility to 

reorganize the proposed actions in such 

a way as to meet the work requirements 

and more easily fit the work into airline 

practices. AAL stated that forcing all 

airlines to do the actions strictly in 

alignment with the work package 

sequence in the service information 

could lead to confusion and the 

increased potential for noncompliance. 

We agree with the intent of the 

request. Paragraph (g) of this proposed 

AD refers to Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, 

dated May 6, 2010, as the appropriate 

source of service information for doing 

the actions in that paragraph. Note 2 of 

paragraph 3.A., ‘‘General Information,’’ 

of Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, states, ‘‘You can do each Work 

Package independently or at the same 

time. Refer to Service Bulletin 

Paragraph 1.E, Compliance, for when to 

do the work packages.’’ Therefore, for 

paragraph (g) of this proposed AD, 

operators are already allowed to 

combine work packages or otherwise 

adjust the procedure sequence as 

necessary to fit their work plan, 

provided the configuration meets the 

type design of the airplane before it is 

returned to service and the work 

package is done within the compliance 

time specified in Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, 

dated May 6, 2010. We have not revised 

this proposed AD regarding this issue. 

Request To Allow Alternative Sealant 

Curing 

AAL reported that Boeing has agreed 

to develop alternative methods for 

sealant curing that would reduce the 

time to achieve an adequate cure. AAL 

therefore requested that we revise 

paragraph (g) of the proposed AD to 

allow use of this alternative sealant 

curing method. 

We disagree with the request. While 

acceptable alternative cure methods 

might exist, the commenter did not 

supply sufficient information on the 

proposed cure process to allow the FAA 

to approve that process as part of the 

AD. Operators may propose alternative 

cure methods via the AMOC process as 

specified in paragraph (r) of this 

proposed AD. We have not changed this 

proposed AD regarding this issue. 

FAA’s Determination 

We are proposing this SNPRM 

because we evaluated all the relevant 

information and determined the unsafe 

condition described previously is likely 

to exist or develop in other products of 

the same type design. Certain changes 

described above expand the scope of the 

NPRM (76 FR 3561, January 20, 2011). 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this SNPRM. 

Proposed Requirements of This SNPRM 

This SNPRM would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Difference Between this SNPRM and 

the Service Information.’’ Refer to 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010; Boeing Alert Service Bulletin 

777–78A0094, dated July 29, 2014; 

Boeing Service Bulletin 777–78–0082, 

Revision 1, dated June 15, 2015; and 

Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013; for details on the 

procedures and compliance times. 

The phrase ‘‘related investigative 

actions’’ is used in this SNPRM. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary action, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this SNPRM. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Differences Between This SNPRM and 

the Service Information 

Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013, describe procedures for a 

general visual inspection of the 

perforated side of the T/R inner wall aft 

of the IP8 and the HP3 bleed port exits 

for color that is different than the 

normal T/R perforated wall color; a 

general visual inspection of the 

compression fitting for incorrect pin 

orientation; and a general visual 

inspection of the EEC wire bundles and 

clips for damage. However, this SNPRM 

would require detailed inspections 

instead of general visual inspections. 

Detailed inspections are necessary in 

order to adequately determine if the 

specified condition exists. This 

difference has been coordinated with 

Boeing. 

Boeing Alert Service Bulletin 777– 

78A0094, dated July 29, 2014, specifies 

a compliance time of 5 years for doing 

the installation, but this SNPRM would 

require a compliance time of 48 months 

to ensure the safety of the fleet in light 

of the identified unsafe condition. This 

difference has been coordinated with 

Boeing. 

Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013, specifies a compliance 

time of 4 years for installation of click 

bond covers and bracket, and washer 

replacement; and for the general visual 

inspection of the compression fitting for 

incorrect pin orientation, a compliance 

time of 2,000 flight-cycles after 

accomplishing a certain work package 

(these actions are for airplanes on which 

the actions specified Boeing Special 

Attention Service Bulletin 777–78– 

0071, dated November 29, 2009, have 

been done). This SNPRM would require 

these actions to be done prior to or 

concurrently with the inspection 

specified in paragraph (i) of this 

SNPRM. These actions must be done 

first in order to accomplish the 

inspections specified in paragraph (i) of 

this SNPRM. We have coordinated this 

difference with Boeing. 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010; Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 2, dated 

July 23, 2013; Boeing Service Bulletin 

777–78–0082, Revision 1, dated June 15, 

2015; and Boeing Alert Service Bulletin 

777–78A0094, dated July 29, 2014; 

specify contacting the manufacturer for 

instructions on how to repair certain 

conditions. Instead, this SNPRM would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes ODA whom we 

have authorized to make those findings. 

Other Related Rulemaking 

On March 31, 2005, we issued AD 

2005–07–24, Amendment 39–14049 (70 

FR 18285, April 11, 2005), for certain 

Boeing Model 777–200 and –300 series 

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57748 Federal Register / Vol. 80, No. 186 / Friday, September 25, 2015 / Proposed Rules 

airplanes. AD 2005–07–24 requires 

inspecting the T/Rs for damage of the 

insulation blankets, the inner wall, and 

the compression and drag link fittings; 

and repair if necessary. AD 2005–07–24 

also requires applying sealant to certain 

areas of the T/R. AD 2005–07–24 was 

prompted by two reports of T/R failure. 

Investigation revealed that the inner 

wall of the T/Rs had collapsed from 

exposure to hot engine core 

compartment air. We issued AD 2005– 

07–24 to prevent failure of a T/R and 

adjacent components and their 

consequent separation from the 

airplane, which could result in a 

rejected takeoff (RTO) and cause 

asymmetric thrust and consequent loss 

of control of the airplane during reverse 

thrust operation. If an RTO does not 

occur, these separated components 

could cause structural damage to the 

airplane or damage to other airplanes 

and possible injury to people on the 

ground. 

This SNPRM would terminate the 

actions required by paragraphs (f), (g), 

and (h) of AD 2005–07–24, Amendment 

39–14049 (70 FR 18285, April 11, 2005), 

by accomplishment of any of the 

following actions specified in this 

SNPRM: 

• The actions specified in Boeing 

Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010 

(paragraph (g) of this SNPRM). 

• Certain inspections and actions 

specified in Boeing Service Bulletin 

777–78–0082, Revision 1, dated June 15, 

2015; and Boeing Special Attention 

Service Bulletin 777–78–0071, Revision 

2, dated July 23, 2013 (paragraphs (i), (j), 

and (k) of this SNPRM). 

• The installation specified in Boeing 

Alert Service Bulletin 777–78A0094, 

dated July 29, 2014 (paragraph (l) of this 

SNPRM). 

Costs of Compliance 

We estimate that this proposed AD 

affects 55 of U.S. registry. We estimate 

the following costs to comply with this 

proposed AD: 

ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts cost Cost per product Fleet cost 

Actions per Boeing Alert Service 

Bulletin 777-78A0065, Revision 

2, dated May 6, 2010.

Up to 79 workhours, per T/R 

half.

85 $0 ..................... Up to $6,715 

per T/R half.

$0 (No airplanes on the U.S. 

Register are in the configuration specified in Boeing Alert 

Service Bulletin 777-78A0065, 

Revision 2, dated May 6, 

2010.) 

Actions per Boeing Special Attention Service Bulletin 

777-78-0071, Revision 2, dated 

July 23, 2013.

Up to 48 workhours, per T/R 

half.

85 $0 ..................... Up to $4,080 

per T/R half.

Up to $897,600 (4 T/R halves 

per airplane). 

Inspections per Boeing Service 

Bulletin 777-78-0082, Revision 

1, dated June 15, 2015.

Up to 39 workhours, per T/R 

half.

85 $0 ..................... Up to $3,315 

per T/R half.

$0 (No airplanes on the U.S. 

Register are in the configuration specified in Boeing Service Bulletin 777-78-0082, Revision 1, dated June 15, 2015.) 

Maintenance or Inspection Program Revision.1 work-hour ...... 85 $0 ..................... $85 ................... $4,675. 

T/R half installation per Boeing 

Alert Service Bulletin 

777-78A0094, dated July 29, 

2014.

Up to 206 workhours, per T/R 

half.

85 Up to $400,651 

per T/R half. 1

Up to $418,161 

per T/R half.

Up to $91,995,420 (4 T/R halves 

per airplane).2

1The cost of parts is split into two major parts: (1) TPS blankets and (2) inner wall structure. The vast majority of the cost associated with the 

TPS upgrade has already been completed. In addition, nearly half of the inner wall structure modification has already been done. 2The fleet cost estimate above is based on just a general estimate for a given airplane with two engines having two T/R halves for each engine. Not all tasks required by this SNPRM and specified in the service information would need to be done for a given T/R half. For a given TR 

half, it may only be necessary to accomplish certain actions or none for compliance, depending on its configuration status. We have no data to 

determine any given T/R half configuration to determine the cost for each T/R half to do the applicable actions for that T/R half. The majority of 

this cost has already been incurred. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this SNPRM. 

According to the manufacturer, some 

of the costs of this proposed 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: 

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 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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Federal Register / Vol. 80, No. 186 / Friday, September 25, 2015 / Proposed Rules 57749 

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

the 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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): 

The Boeing Company: Docket No. FAA– 

2011–0027; Directorate Identifier 2010– 

NM–127–AD. 

(a) Comments Due Date 

We must receive comments by November 

9, 2015. 

(b) Affected ADs 

This AD affects AD 2005–07–24, 

Amendment 39–14049 (70 FR 18285, April 

11, 2005). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200 and –300 series airplanes, 

certificated in any category, equipped with 

Rolls-Royce Model RB211–Trent 800 engines. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 78, Engine exhaust. 

(e) Unsafe Condition 

This AD was prompted by reports of thrust 

reverser (T/R) events related to thermal 

damage of the T/R inner wall. We are issuing 

this AD to detect and correct a degraded T/ 

R inner wall panel, which could lead to 

failure of the T/R and adjacent components 

and their consequent separation from the 

airplane, and which could result in a rejected 

takeoff (RTO) and cause asymmetric thrust 

and consequent loss of control of the airplane 

during reverse thrust operation. If a T/R inner 

wall overheats, separated components could 

cause structural damage to the airplane, 

damage to other airplanes, or possible injury 

to people on the ground. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Records Review, Inspections, and Related 

Investigative and Corrective Actions for 

Airplanes With Pre-Thermal Protection 

System (TPS) Insulation Blankets (Part 

Numbers (P/Ns) 315W5113–(XX) and 

315W5010–(XX)) Installed 

For airplanes with pre-TPS insulation 

blankets, P/Ns 315W5113–(XX) and 

315W5010–(XX): Except as required by 

paragraphs (h)(1), (h)(2), (h)(3), and (h)(4) of 

this AD, at the applicable time in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, dated 

May 6, 2010, review the airplane 

maintenance records to determine whether 

sealant was added to insulation blankets 

around the compression pad fittings and the 

powered door opening system (PDOS) fitting; 

do the applicable actions specified in 

paragraphs (g)(1), (g)(2), (g)(3), (g)(4), (g)(5), 

and (g)(6) of this AD; and do all applicable 

related investigative and corrective actions; 

in accordance with the applicable work 

packages of the Accomplishment Instructions 

of Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 2010, 

except as required by paragraph (h)(5) of this 

AD. Do all applicable related investigative 

and corrective actions before further flight. 

Repeat the applicable inspections, 

replacement, and installations required by 

paragraphs (g)(1), (g)(2), (g)(3), (g)(4), (g)(5), 

and (g)(6) of this AD thereafter at the 

applicable intervals specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, dated 

May 6, 2010. 

(1) Do a detailed inspection of all T/R inner 

wall insulation blanket edges, grommet 

holes, penetrations, and seams for sealant 

that is cracked, has gaps, is loose, or is 

missing; do a general visual inspection of 

click bond studs, blanket studs, and 

temporary fasteners; and replace sealant as 

applicable. 

(2) Do the actions specified by either 

paragraph (g)(2)(i) or (g)(2)(ii) of this AD. 

(i) Do a full inner wall panel nondestructive test (NDT) inspection for 

delamination and disbonding of each T/R 

half, and do a general visual inspection for 

areas of thermal degradation. 

(ii) Do a limited area NDT inspection of the 

inner wall panel of each T/R half for 

delamination and disbonding, and do a 

general visual inspection for areas of thermal 

degradation. 

(3) Do a general visual inspection of the 

T/R perforated wall aft of the intermediate 

pressure compressor 8th stage (IP8) and the 

high pressure compressor 3rd stage (HP3) 

bleed port exits for a color that is different 

from that of the general area. 

(4) Do a detailed inspection of the PDOS 

lug bushings on the upper number 1 

compression pad fittings to detect hole 

elongation, deformation, and contact with the 

PDOS actuator; and install a PDOS actuator 

rod and sealant. 

(5) Do an NDT inspection for unsatisfactory 

number 1 upper and numbers 1 and 2 lower 

compression pad fittings. 

(6) Install and seal insulation blankets. 

(h) Exceptions to Specifications of Boeing 

Alert Service Bulletin 777–78A0065, 

Revision 2, Dated May 6, 2010 

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

Boeing Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, specifies a 

compliance time ‘‘after the date on the 

original issue of this service bulletin,’’ this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Where table 2 of paragraph 1.E., 

‘‘Compliance,’’ in Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, dated 

May 6, 2010, specifies a compliance time of 

‘‘2,000 flight cycles after the date of the 

operator’s own inspections,’’ for doing Work 

Packages 2 and 5, or Work Packages 5 and 

6, this AD requires compliance within 2,000 

flight cycles after the date of the operator’s 

own inspections, or within 12 months after 

the effective date of this AD, whichever 

occurs later. 

(3) Where the Condition column in table 2 

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

Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, refers to a 

T/R half that has or has not been inspected 

before ‘‘the date on this service bulletin,’’ this 

AD requires compliance for each 

corresponding T/R half that has or has not 

been inspected before the effective date of 

this AD. 

(4) Where the Condition column in tables 

2 and 3 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, refers to ‘‘total 

flight cycles,’’ this AD applies to each T/R 

half with the specified total flight cycles as 

of the effective date of this AD. 

(5) Where Boeing Alert Service Bulletin 

777–78A0065, Revision 2, dated May 6, 2010, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (r) of this 

AD. 

(i) Repetitive NDT and Additional 

Inspections for Airplanes With TPS 

Insulation Blankets (P/N 315W5115–(XX)) 

Installed 

For airplanes with TPS insulation blankets, 

P/N 315W5115–(XX): Within 2,000 flight 

cycles after doing any NDT inspection 

specified in Boeing Special Attention Service 

Bulletin 777–78–0071; or within 2,000 flight 

cycles after doing any NDT inspection 

specified in Boeing Service Bulletin 777–78– 

0082; or within 30 days after the effective 

date of this AD; whichever occurs latest; do 

the inspections specified in paragraphs (i)(1) 

and (i)(2) of this AD, and do all applicable 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 777–78–0071, Revision 2, 

dated July 23, 2013, or in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 777–78–0082, Revision 1, 

dated June 15, 2015, as applicable; except as 

required by paragraph (m) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

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Repeat the inspections specified in 

paragraphs (i)(1) and (i)(2) of this AD 

thereafter at the applicable time specified in 

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

Special Attention Service Bulletin 777–78– 

0071, Revision 2, dated July 23, 2013; or 

Boeing Service Bulletin 777–78–0082, 

Revision 1, dated June 15, 2015; as 

applicable. 

(1) Do an NDT inspection of the full T/R 

inner wall panel for delaminations and 

disbonds. 

(2) Do a detailed inspection of the 

perforated side of the T/R inner wall aft of 

the IP8 and the HP3 bleed port exits for color 

that is different from the normal T/R 

perforated wall color. 

(j) Concurrent Requirements for Paragraph 

(i) of This AD 

For airplanes with TPS insulation blankets, 

part number P/N 315W5115–(XX) on which 

any action specified in Boeing Special 

Attention Service Bulletin 777–78–0071 have 

been done but the actions specified 

paragraphs (j)(1) and (j)(2) of this AD have 

not been done: Prior to or concurrently with 

doing the inspection required by paragraph 

(i) of this AD, do the actions specified in 

paragraphs (j)(1) and (j)(2) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 777–78–0071, Revision 2, 

dated July 23, 2013, except as required by 

paragraph (m) of this AD. 

(1) Install click bond covers and bracket 

and replace the washers. 

(2) Do a detailed inspection of the 

compression fitting for incorrect pin 

orientation, and do all applicable related 

investigative and corrective actions. Do all 

applicable related investigative and 

corrective actions before further flight. 

(k) Repetitive Electronic Engine Control 

(EEC) Wire Bundle Inspections for Airplanes 

With TPS Insulation Blankets (P/N 

315W5115–(XX)) Installed 

For airplanes with TPS insulation blankets, 

part number P/N 315W5115–(XX): Do the 

inspections specified in paragraph (k)(1) or 

(k)(2) of this AD, as applicable. 

(1) For airplanes on which any inspection 

specified in Boeing Special Attention Service 

Bulletin 777–78–0071 has been done: Within 

2,000 flight hours after doing a detailed 

inspection of the EEC wire bundles and clips 

specified in Boeing Special Attention Service 

Bulletin 777–78–0071, or within 500 flight 

hours after the effective date of this AD, 

whichever occurs later; do a detailed 

inspection of the EEC wire bundles and clips 

for damage, and do all applicable corrective 

actions, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 777–78– 

0071, Revision 2, dated July 23, 2013, except 

as required by paragraph (m) of this AD. Do 

all applicable corrective actions before 

further flight. Repeat the inspection 

thereafter at the applicable time specified in 

table 5 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Special Attention Service Bulletin 

777–78–0071, Revision 2, dated July 23, 

2013. 

(2) For airplanes on which any inspection 

specified in Boeing Service Bulletin 777–78– 

0082 has been done: Within 2,000 flight 

hours after doing a detailed inspection of the 

EEC wire bundles and clips specified in 

Boeing Special Attention Service Bulletin 

777–78–0082, or within 500 flight hours after 

the effective date of this AD, whichever 

occurs later; do a detailed inspection for 

damage of the EEC wire bundles and clips, 

and do all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 777– 

78–0082, Revision 1, dated June 15, 2015, 

except as required by paragraph (m) of this 

AD. Do all applicable corrective actions 

before further flight. Repeat the inspection 

thereafter at the applicable time specified in 

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

Service Bulletin 777–78–0082, Revision 1, 

dated June 15, 2015. 

(l) T/R Inner Wall Installation 

Within 48 months after the effective date 

of this AD: Install serviceable T/R halves, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–78A0094, dated July 29, 2014, except as 

required by paragraph (m) of this AD. The 

definition of a serviceable T/R half is 

specified in Boeing Alert Service Bulletin 

777–78A0094, dated July 29, 2014. 

Accomplishing the installation specified in 

this paragraph and the revision to the 

maintenance or inspection program required 

by paragraph (n) of this AD terminates the 

actions required by paragraphs (g), (i), (j), and 

(k) of this AD. 

(m) Exceptions to Service Information 

Specified in Paragraphs (i), (j), (k), and (l) of 

This AD 

Where Boeing Alert Service Bulletin 777– 

78A0094, dated July 29, 2014; Boeing Service 

Bulletin 777–78–0082, Revision 1, dated June 

15, 2015; and Boeing Special Attention 

Service Bulletin 777–78–0071, Revision 2, 

dated July 23, 2013; specify to contact Boeing 

for appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (r) of this AD. 

(n) Revise the Maintenance or Inspection 

Program 

Within 30 days after the effective date of 

this AD, revise the maintenance or inspection 

program, as applicable, to incorporate 

Airworthiness Limitations 78–AWL–01, 

Thrust Reverser Thermal Protection System; 

and 78–AWL–02, Thrust Reverser Inner Wall; 

as specified in Boeing 777 Maintenance 

Planning Data (MPD) Document, Section 9, 

Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs), D622W001–9, Revision dated 

October 2014. 

(1) The initial compliance time for 

Airworthiness Limitation 78–AWL–01, 

Thrust Reverser Thermal Protection System, 

as specified in Boeing 777 Maintenance 

Planning Data (MPD) Document, Section 9, 

Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs), D622W001–9, Revision dated 

October 2014, is concurrent with the next 

inspection required by paragraph (i) of this 

AD, or within 30 days after the effective date 

of this AD, whichever occurs later. 

(2) The initial compliance time for 

Airworthiness Limitation 78–AWL–02, 

Thrust Reverser Inner Wall, as specified in 

Boeing 777 Maintenance Planning Data 

(MPD) Document, Section 9, Airworthiness 

Limitations (AWLs) and Certification 

Maintenance Requirements (CMRs), 

D622W001–9, Revision dated October 2014, 

is at the applicable time specified in 

paragraph (n)(2)(i) or (n)(2)(ii) of this AD. 

(i) For airplanes on which any inspections 

required by paragraph (i) of this AD are done: 

Concurrent with the next inspection required 

by paragraph (i) of this AD; or within 30 days 

after the effective date of this AD; whichever 

occurs later. 

(ii) For airplanes on which the installation 

required by paragraph (l) of this AD is done: 

The later of the times specified in paragraph 

(n)(2)(ii)(A) and (n)(2)(ii)(B) of this AD. 

(A) Within 1,125 days or 6,000 flight 

cycles, whichever occurs first after 

accomplishing the installation required by 

paragraph (l) of this AD. 

(B) Within 30 days after the effective date 

of this AD. 

(o) No Alternative Actions or Intervals 

After the the maintenance or inspection 

program, as applicable, has been revised as 

required by paragraph (n) of this AD, no 

alternative actions (e.g., inspections) or 

intervals may be used unless the actions or 

intervals are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (r) of this AD. 

(p) Credit for Previous Actions 

(1) 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 Boeing Alert 

Service Bulletin 777–78A0065, dated June 

23, 2008; or Boeing Alert Service Bulletin 

777–78A0065, Revision 1, dated January 29, 

2009. This service information is not 

incorporated by reference in this AD. 

(2) This paragraph provides credit for the 

actions specified in paragraph (i) of this AD, 

if those actions were performed before the 

effective date of this AD using any service 

information specified in paragraphs (p)(2)(i), 

(p)(2)(ii), and (p)(2)(iii) of this AD. This 

service information is not incorporated by 

reference in this AD. 

(i) Boeing Service Bulletin 777–78–0082, 

dated November 9, 2011. 

(ii) Boeing Special Attention Service 

Bulletin 777–78–0071, dated November 25, 

2009. 

(iii) Boeing Special Attention Service 

Bulletin 777–78–0071, Revision 1, dated 

September 8, 2010. 

(3) This paragraph provides credit for the 

actions specified in paragraph (j) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Special 

Attention Service Bulletin 777–78–0071, 

Revision 1, dated September 8, 2010. This 

service information is not incorporated by 

reference in this AD. 

(4) This paragraph provides credit for the 

actions specified in paragraph (k)(2) of this 

AD, if those actions were performed before 

the effective date of this AD using Boeing 

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Federal Register / Vol. 80, No. 186 / Friday, September 25, 2015 / Proposed Rules 57751 

Service Bulletin 777–78–0082, dated 

November 9, 2011. This service information 

is not incorporated by reference in this AD 

(q) Terminating Action for AD 2005–07–24, 

Amendment 39–14049 (70 FR 18285, April 

11, 2005) 

Accomplishing the actions specified in 

paragraph (q)(1), (q)(2), or (q)(3) of this AD 

terminates the actions required by paragraphs 

(f), (g), and (h) of AD 2005–07–24, 

Amendment 39–14049 (70 FR 18285, April 

11, 2005). 

(1) The actions required by paragraph (g) 

of this AD. 

(2) The inspections required by paragraphs 

(i) and (k) of this AD, and, as applicable, the 

actions required by paragraph (j) of this AD. 

(3) The installation specified in paragraph 

(l) of this AD. 

(r) 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 (s)(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 structural 

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, and the approval must 

specifically refer to this AD. 

(s) Related Information 

(1) For more information about this AD, 

contact Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6501; fax: 425–917– 

6590; email: kevin.nguyen@faa.gov. 

(2) 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, 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. 

Issued in Renton, Washington, on 

September 16, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–24344 Filed 9–24–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3942; Directorate 

Identifier 2014–SW–064–AD] 

RIN 2120–AA64 

Airworthiness Directives; Sikorsky 

Aircraft Corporation (Sikorsky) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

airworthiness directive (AD) 2014–07– 

04R1 for certain Sikorsky Model S–92A 

helicopters. AD 2014–07–04R1 

currently requires repetitive inspections 

in the upper deck area for incorrectly 

installed clamps and chafing between 

the electrical wires and the hydraulic 

lines and replacing any unairworthy 

wires or hydraulic lines. Since we 

issued AD 2014–07–04R1, the 

manufacturer has developed an 

alteration that corrects the unsafe 

condition described in AD 2014–07– 

04R1. This proposed AD would require 

altering the wiring system in the upper 

deck area. These proposed actions are 

intended to prevent a fire in an area of 

the helicopter without extinguishing 

capability and subsequent loss of 

control of the helicopter. 

DATES: We must receive comments on 

this proposed AD by November 24, 

2015. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3942; or in person at the Docket 

Operations Office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this proposed AD, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

For service information identified in 

this proposed AD, contact Sikorsky 

Aircraft Corporation, Customer Service 

Engineering, 124 Quarry Road, 

Trumbull, CT 06611; telephone 1–800- 

Winged-S or 203–416–4299; email 

sikorskywcs@sikorsky.com. You may 

review service information at the FAA, 

Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood 

Pkwy, Room 6N–321, Fort Worth, Texas 

76177. 

FOR FURTHER INFORMATION CONTACT: Ian 

Lucas, Aviation Safety Engineer, Boston 

Aircraft Certification Office, Engine & 

Propeller Directorate, FAA, 12 New 

England Executive Park, Burlington, 

Massachusetts 01803; telephone (781) 

238–7757; email ian.lucas@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

mstockstill on DSK4VPTVN1PROD with PROPOSALS