Federal Register / Vol. 77, No. 29 / Monday, February 13, 2012 / Rules and Regulations 7521 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0571; Directorate 

Identifier 2010–NM–263–AD; Amendment 

39–16950; AD 2012–03–09] 

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 

Model 747SP series airplanes. This AD 

was prompted by a report of a rudder 

hard-over event on a Model 747–400 

series airplane, caused by a rudder 

power control module (PCM) manifold 

cracking and separating in the area of 

the yaw damper cavity end-cap. This 

condition could result in a hard-over of 

the rudder surface leading to an increase 

in pilot workload and a possible highspeed runway excursion upon landing, 

in the event of failure of the lower or 

upper rudder PCM manifold. This AD 

requires replacing or modifying the 

upper and lower rudder PCMs. We are 

issuing this AD to correct the unsafe 

condition on these products. 

DATES: This AD is effective March 19, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of March 19, 2012. 

ADDRESSES: For Boeing service 

information identified in this AD, 

contact Boeing Commercial Airplanes, 

Attention: Data & Services Management, 

P.O. Box 3707, MC 2H–65, Seattle, 

Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206– 

766–5680; email: me.boecom@

boeing.com; Internet https:// 

www.myboeingfleet.com. For Parker 

service information identified in this 

AD, contact Parker Aerospace, 14300 

Alton Parkway, Irvine, California 92618; 

telephone 949–833–3000; Internet 

http://www.parker.com. You may 

review copies of the referenced 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; 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 

Document 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: 

Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6418; fax: 425–917–6590; email: 

marie.hogestad@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on June 22, 2011 (76 FR 36390). 

That NPRM proposed to require 

replacing or modifying the upper and 

lower rudder PCMs. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM (76 FR 36390, 

June 22, 2011) 

The National Transportation Safety 

Board fully supports the NPRM (76 FR 

36390, June 22, 2011). 

Request To Clarify the Discussion 

Section and Paragraph (e) of NPRM (76 

FR 36390, June 22, 2011) 

Boeing requested that we revise the 

Discussion section and paragraph (e) of 

the NPRM (76 FR 36390, June 22, 2011) 

to clarify that the corrective actions are 

not intended to prevent the manifold 

from cracking, but rather to prevent the 

cracking of the manifold from 

progressing to a rudder surface hardover. Boeing pointed out that the 

secondary retention device incorporated 

in Boeing Alert Service Bulletin 747– 

27A2497, dated September 30, 2010, 

prevents the yaw damper modulating 

piston assembly from shifting after a 

manifold failure, therefore, preventing a 

rudder surface hard-over. Boeing 

suggested removing the phrase, ‘‘if not 

corrected,’’ from the sentence, 

‘‘Cracking in a rudder PCM manifold, if 

not corrected, could result in a failure 

of the upper or lower rudder PCM 

manifold which could result in a hardover of the rudder surface leading to an 

increase in pilot workload and a 

possible high-speed runway excursion 

upon landing.’’ In addition, Boeing 

suggested revising the sentence, 

‘‘Although commanding full retract, 

pilot pedal inputs were ineffective in 

moving the lower rudder back to the 

right,’’ to replace the term ‘‘retract’’ with 

‘‘right rudder,’’ and revising the 

sentence, ‘‘These events did not result 

in a hard-over, but created the need for 

a retention feature solution specified in 

AD 2008–13–03, Amendment 39–15566, 

for Model 747–400, –400D, and –400F 

series airplanes,’’ to clarify that the 

additional three events did not result in 

end-cap separation or a hard-over. 

We agree that replacement or 

modification of the upper and lower 

rudder PCMs is intended to prevent the 

yaw damper modulating piston 

assembly from shifting after a manifold 

failure, consequently preventing a 

rudder surface hard-over. Therefore, we 

have revised paragraph (e) and the 

corresponding language in the Summary 

of this AD to clarify the intent. 

However, we cannot revise the 

Discussion section of this AD, because 

that section is not re-stated in this final 

rule. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

36390, June 22, 2011) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 36390, 

June 22, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 7 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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7522 Federal Register / Vol. 77, No. 29 / Monday, February 13, 2012 / Rules and Regulations 

ESTIMATED COSTS

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

operators 

Replace rudder PCM (P/N 241700–1007) 11 work-hours × $85 per hour = $935 ..... $5,856 $6,791 $47,537 

Replace rudder PCM (P/N 241700–1005) 11 work-hours × $85 per hour = $935 ..... 8,568 9,503 66,521 

Modify rudder PCM (P/N 241700–1007) .. 3 work-hours × $85 per hours = $255 ..... 1,374 1,629 11,403 

Modify rudder PCM (P/N 241700–1005) .. 3 work hours × $85 per hour = $255 ....... 4,086 4,341 30,387 

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): 

2012–03–09 The Boeing Company: 

Amendment 39–16950; Docket No. 

FAA–2011–0571; Directorate Identifier 

2010–NM–263–AD. 

(a) Effective Date 

This AD is effective March 19, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 747SP series airplanes, 

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by a report of a 

rudder hard-over event on a Model 747–400 

series airplane, caused by a rudder power 

control module (PCM) manifold cracking and 

separating in the area of the yaw damper 

cavity end-cap. We are issuing this AD to 

prevent a hard-over of the rudder surface 

leading to an increase in pilot workload and 

a possible high-speed runway excursion 

upon landing, in the event of failure of the 

lower or upper rudder PCM manifold. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replace or Modify Rudder PCMs 

Within 24 months or 8,400 flight hours 

after the effective date of this AD, whichever 

occurs first, do the replacement specified in 

paragraph (g)(1) of this AD or the 

modification specified in paragraph (g)(2) of 

this AD for the upper and lower rudder 

PCMs, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–27A2497, dated 

September 30, 2010. 

(1) Replace any rudder PCM having Boeing 

part number (P/N) 60B80093–3 (Parker P/N 

241700–1005) or Boeing P/N 60B80093–4 

(Parker P/N 241700–1007) with rudder PCM 

having Boeing P/N 60B80093–104 (Parker 

P/N 241700–9007). 

(2) Modify any rudder PCM having Boeing 

P/N 60B80093–3 (Parker P/N 241700–1005) 

or Boeing P/N 60B80093–4 (Parker P/N 

241700–1007). 

Note 1 to paragraph (g): Boeing Alert 

Service Bulletin 747–27A2497, dated 

September 30, 2010, refers to Parker Service 

Bulletin 241700–27–333, dated January 26, 

2010, as an additional source of guidance for 

modifying the upper and lower rudder PCM 

manifold access caps provided in Option 2 of 

Work Packages 1 and 2 of Boeing Alert 

Service Bulletin 747–27A2497, dated 

September 30, 2010. 

(h) Parts Installation 

As of the effective date of this AD, no 

person may install a rudder PCM having 

Boeing P/N 60B80093–3 (Parker P/N 241700– 

1005) or Boeing P/N 60B80093–4 (Parker 

P/N 241700–1007), on any airplane. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 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. 

(j) Related Information 

For more information about this AD, 

contact Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6418; fax: 425– 

917–6590; email: marie.hogestad@faa.gov. 

(k) Material Incorporated by Reference 

You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) under 5 

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


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Federal Register / Vol. 77, No. 29 / Monday, February 13, 2012 / Rules and Regulations 7523 

following service information on the date 

specified: 

(1) Boeing Alert Service Bulletin 747– 

27A2497, dated September 30, 2010, 

approved for IBR March 19, 2012. 

(2) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1; fax 

206–766–5680; email 

me.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. You may review 

copies of the referenced 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. 

(3) You may review copies of the 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. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on January 

27, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–3115 Filed 2–10–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0112; Directorate 

Identifier 2011–NM–055–AD; Amendment 

39–16952; AD 2012–03–10] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A340–600 series 

airplanes. This AD requires modifying 

the fire extinguishing system from a 

three-bottles solution with 4 flow 

metering compact unit into a two-bottles 

solution with 2 flow metering systems 

equipped with upgraded water 

absorbing filter elements. This AD was 

prompted by reports of partial blockage 

of a certain water absorbing filter 

element. We are issuing this AD to 

prevent partial blockage of a certain 

water absorbing filter element, which 

could lead to reduction of the halon 

outflow, which leads to incapacity to 

maintain fire extinguishing agent 

concentration. Combined with fire, this 

condition could result in an 

uncontrolled fire in the affected 

compartment. 

DATES: This AD becomes effective 

February 28, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 28, 2012. 

We must receive comments on this 

AD by March 29, 2012. 

ADDRESSES: You may send comments 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, 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; 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 AD, the regulatory 

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 FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0255, 

dated December 6, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

During the qualification test campaign of 

the prototype Flow Metering Compact Unit 

(FMCU) Part Number (P/N) QA07907–03, 

partial blockage of the water absorbing filter 

element P/N QA06123 was observed several 

times. The blockage was created by carbon 

debris from the cartridge and from the burst 

disc of the Halon bottle. 

This water absorbing filter element is part 

of the FMCU, which are part of the Lower 

Deck Cargo Compartment (LDCC) fire 

extinguisher system used in some A340–600 

aeroplanes. 

Blockage of the water absorbing filter 

element could lead to reduction of the Halon 

outflow, leading to incapacity to maintain 

fire extinguishing agent concentration. 

Combined with fire, this condition could 

result in an uncontrolled fire in the affected 

compartment, which would constitute an 

unsafe condition. 

To avoid water absorbing filter element 

blockage, this [EASA] AD requires to convert 

the fire extinguishing system from the threebottles-system with 4 FMCU into a twobottles-system with 2 Flow Metering Systems 

(FMS) equipped with upgraded water 

absorbing filter elements. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletin A340–26–5020, including 

Appendix 01, dated June 3, 2010. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 

products are placed on the U.S. Register 

in the future. 


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