Federal Register / Vol. 80, No. 84 / Friday, May 1, 2015 / Rules and Regulations 24789 

regained; and that the action was based 

chiefly or solely on reliance on the 

overpayment. 

(b) To establish that the employee’s 

position has changed for the worse, it must 

be shown that the decision would not have 

been made but for the overpayment, and that 

the decision resulted in a loss. 

(c) An example of a ‘‘detrimental reliance’’ 

would be a decision to sign a lease for a more 

expensive apartment based chiefly or solely 

upon reliance on an erroneous calculation of 

salary, and the funds spent for rent cannot be 

recovered. 

(3) The cost of collecting the claim equals 

or exceeds the amount of the claim; 

(4) The time elapsed between the 

erroneous payment and discovery of the error 

and notification of the employee; 

(5) Whether failure to make restitution 

would result in unfair gain to the employee; 

(6) Whether recovery of the claim would be 

unconscionable under the circumstances. 

d. The burden is on the employee to 

demonstrate that collection of the claim 

would be against equity and good conscience 

and not in the best interest of the United 

States. 

8. Authorities 

a. 5 U.S.C. 5584, ‘‘Claims for Overpayment 

of Pay and Allowances, and of Travel, 

Transportation and Relocation Expenses and 

Allowances.’’ 

b. 31 U.S.C. 3711, ‘‘Collection and 

Compromise.’’ 

c. 31 U.S.C. 3716, ‘‘Administrative Offset.’’ 

d. 31 U.S.C. 3717, ‘‘Interest and Penalty on 

Claims.’’ 

e. 5 CFR part 550, subpart K, ‘‘Collection 

by Offset from Indebted Government 

Employees.’’ 

f. 31 CFR part 5, subpart B, ‘‘Salary Offset.’’ 

g. Determination with Respect to Transfer 

of Functions Pursuant to Public Law 104– 

316, OMB, December 17, 1996. 

9. Cancellation 

FLRA Internal Regulation 2790, dated 

December 29, 1986, is superseded. 

[FR Doc. 2015–09999 Filed 4–30–15; 8:45 am] 

BILLING CODE 6727–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0936; Directorate 

Identifier 2015–NM–058–AD; Amendment 

39–18153; AD 2015–09–07] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 787 airplanes. 

This AD requires a repetitive 

maintenance task for electrical power 

deactivation on Model 787 airplanes. 

This AD was prompted by the 

determination that a Model 787 airplane 

that has been powered continuously for 

248 days can lose all alternating current 

(AC) electrical power due to the 

generator control units (GCUs) 

simultaneously going into failsafe mode. 

This condition is caused by a software 

counter internal to the GCUs that will 

overflow after 248 days of continuous 

power. We are issuing this AD to 

prevent loss of all AC electrical power, 

which could result in loss of control of 

the airplane. 

DATES: This AD is effective May 1, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of May 1, 2015. 

We must receive comments on this 

AD by June 15, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

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–2015– 

0936. 

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– 

0936; 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 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: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office (ACO), 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425– 

917–6490; fax: 425–917–6590; email: 

Kelly.McGuckin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have been advised by Boeing of an 

issue identified during laboratory 

testing. The software counter internal to 

the generator control units (GCUs) will 

overflow after 248 days of continuous 

power, causing that GCU to go into 

failsafe mode. If the four main GCUs 

(associated with the engine mounted 

generators) were powered up at the 

same time, after 248 days of continuous 

power, all four GCUs will go into 

failsafe mode at the same time, resulting 

in a loss of all AC electrical power 

regardless of flight phase. 

FAA’s Determination 

We are issuing this AD 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. 

AD Requirements 

This AD requires a repetitive 

maintenance task for electrical power 

deactivation. 

Interim Action 

We consider this AD interim action. 

The manufacturer is currently 

developing a GCU software upgrade that 

will address the unsafe condition 

identified in this AD. Once this software 

is developed, approved, and available, 

we might consider additional 

rulemaking. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule. If the four main GCUs were 

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24790 Federal Register / Vol. 80, No. 84 / Friday, May 1, 2015 / Rules and Regulations 

powered up at the same time, after 248 

days of continuous power, all four GCUs 

will go into failsafe mode at the same 

time, resulting in a loss of all AC 

electrical power regardless of flight 

phase. Loss of all AC electrical power 

can result in loss of control of the 

airplane. Therefore, we find that notice 

and opportunity for prior public 

comment are impracticable and that 

good cause exists for making this 

amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2015–0936 and Directorate 

Identifier 2015–NM–058–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this 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 AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Multi Operator 

Message MOM–MOM–15–0248–01B, 

dated April 19, 2015; and Boeing Multi 

Operator Message MOM–MOM–15– 

0248–01B(R1), dated April 20, 2015. 

The service information describes 

procedures for electrical power 

deactivation of Model 787 airplanes. 

This service information is reasonably 

available at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2015–0936. Or see ADDRESSES for 

other ways to access this service 

information. 

Costs of Compliance 

We estimate that this AD affects 28 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

ESTIMATED COSTS

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

Electrical power 

deactivation.

1 work-hour × $85 per hour = $85 

per deactivation cycle.

$0 $85 per deactivation cycle ........... $2,380 per deactivation cycle. 

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): 

2015–09–07 The Boeing Company: 

Amendment 39–18153; Docket No. 

FAA–2015–0936; Directorate Identifier 

2015–NM–058–AD. 

(a) Effective Date 

This AD is effective May 1, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 787 airplanes, certificated in 

any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 24, Electrical power. 

(e) Unsafe Condition 

This AD was prompted by the 

determination that a Model 787 airplane that 

has been powered continuously for 248 days 

can lose all alternating current (AC) electrical 

power due to the generator control units 

(GCUs) simultaneously going into failsafe 

mode. This condition is caused by a software 

counter internal to the GCUs that will 

overflow after 248 days of continuous power. 

We are issuing this AD to prevent loss of all 

AC electrical power, which could result in 

loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Maintenance Task: Electrical 

Power Deactivation 

At the latest of the times specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD, 

accomplish electrical power deactivation on 

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Federal Register / Vol. 80, No. 84 / Friday, May 1, 2015 / Rules and Regulations 24791 

the airplane, in accordance with step 2) in 

‘‘DESIRED ACTION’’ of Boeing Multi 

Operator Message MOM–MOM–15–0248– 

01B, dated April 19, 2015; or Boeing Multi 

Operator Message MOM–MOM–15–0248– 

01B(R1), dated April 20, 2015. The main and 

auxiliary power unit (APU) batteries do not 

need to be disconnected when performing 

the electrical power deactivation. Repeat the 

electrical power deactivation thereafter at 

intervals not to exceed 120 days. 

(1) Within 120 days after the last electrical 

power deactivation in accordance with step 

2) in ‘‘DESIRED ACTION’’ of Boeing Multi 

Operator Message MOM–MOM–15–0248– 

01B, dated April 19, 2015; or Boeing Multi 

Operator Message MOM–MOM–15–0248– 

01B(R1), dated April 20, 2015. 

(2) Within 120 days after the date of 

issuance of the original certificate of 

airworthiness or the date of issuance of the 

original export certificate of airworthiness. 

(3) Within 7 days after the effective date of 

this AD. 

(h) Special Flight Permit 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

(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 

paragraph (j) 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. 

(j) Related Information 

For more information about this AD, 

contact Kelly McGuckin, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind Avenue 

SW., Renton, WA 98057–3356; phone: 425– 

917–6490; fax: 425–917–6590; email: 

Kelly.McGuckin@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Multi Operator Message MOM– 

MOM–15–0248–01B, dated April 19, 2015. 

The date appears only on the first page of this 

document. 

(ii) Boeing Multi Operator Message MOM– 

MOM–15–0248–01B(R1), dated April 20, 

2015. The date appears only on the first page 

of this document. 

(3) 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. 

(4) You may view this 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 23, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–10066 Filed 4–30–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0766; Directorate 

Identifier 2013–NE–26–AD; Amendment 39– 

18149; AD 2014–17–08R1] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney Canada Corp. Turboprop 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are revising airworthiness 

directive (AD) 2014–17–08 for all Pratt 

& Whitney Canada Corp. (P&WC) PT6A– 

114 and PT6A–114A turboprop engines. 

AD 2014–17–08 required initial and 

repetitive borescope inspections (BSIs) 

of compressor turbine (CT) blades, and 

the removal from service of blades that 

fail inspection. This new AD adds an 

additional single crystal CT blade, 

reduces the affected population, and 

corrects the Credit for Previous Action 

paragraph. This AD was prompted by 

P&WC development of an additional 

single crystal CT blade that corrects the 

unsafe condition. We are issuing this 

AD to prevent failure of CT blades, 

which could result in damage to the 

engine and damage to the airplane. 

DATES: This AD is effective June 5, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publications listed in 

this AD as of October 8, 2014 (79 FR 

52172, September 3, 2014). 

ADDRESSES: For service information 

identified in this AD, contact Pratt & 

Whitney Canada Corp., 1000 MarieVictorin, Longueuil, Quebec, Canada, 

J4G 1A1; phone: 800–268–8000; fax: 

450–647–2888; Internet: www.pwc.ca. 

You may view this service information 

at the FAA, Engine & Propeller 

Directorate, 12 New England Executive 

Park, Burlington, MA. For information 

on the availability of this material at the 

FAA, call 781–238–7125. Certain 

service information is also available on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2013– 

0766. 

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–2013– 

0766; 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: 

Barbara Caufield, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7146; fax: 781–238– 

7199; email: barbara.caufield@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to revise AD 2014–17–08, 

Amendment 39–17961 (79 FR 52172, 

September 3, 2014), (‘‘AD 2014–17– 

08’’). AD 2014–17–08 applied to all 

P&WC PT6A–114 and PT6A–114A 

turboprop engines. The NPRM 

published in the Federal Register on 

December 1, 2014 (79 FR 71031). The 

NPRM was prompted by P&WC 

development of an additional single 

crystal CT blade that corrects the unsafe 

condition. The addition of this new part 

number (P/N) reduces the affected 

population. The NPRM proposed to 

retain all the requirements of AD 2014– 

17–08. The NPRM also proposed to add 

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