16654 Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Proposed Rules 

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: 

Bell Textron Canada Limited (Type 

Certificate Previously Held by Bell 

Helicopter Textron Canada Limited): 

Docket No. FAA–2022–0286; Project 

Identifier AD–2021–01081–R. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by May 9, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bell Textron Canada 

Limited (type certificate previously held by 

Bell Helicopter Textron Canada Limited) 

Model 206L, 206L–1, 206L–3, and 206L–4 

helicopters, certificated in any category, with 

main rotor (M/R) blade part number (P/N) 

20633000–101 with serial number A007, 

A008, A009, or A012 through A104 inclusive 

installed under Supplemental Type 

Certificate SR02684LA. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code: 6210, Main Rotor Blades. 

(e) Unsafe Condition 

This AD was prompted by reports of 

delamination of M/R blades. The FAA is 

issuing this AD to address delamination of an 

M/R blade initiating in the 90° plies at the 

lower inboard end of the weight pocket 

receptacle. The unsafe condition, if not 

addressed, could result in reduced structural 

integrity of the M/R blade, excessive 

vibration, and subsequent loss of control of 

the helicopter. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) Accomplish the actions required by 

paragraph (g)(2) of this AD at the following 

compliance time, whichever occurs later: 

(i) Before the M/R blade accumulates 400 

total hours time-in-service (TIS) or 2,400 

engine starts since initial installation on any 

helicopter, whichever occurs first; or 

(ii) Within 100 hours TIS after the effective 

date of this AD. 

(2) Remove each M/R blade from the 

helicopter, place it on a flat, stable surface, 

and accomplish the following: 

(i) Use a permanent marker to draw 

rectangular inspection ‘‘Zone 1’’ on the upper 

surface of the M/R blade at M/R blade 

stations 186.0 and 191.0, beginning 1.1 

inches from the leading edge of the M/R 

blade to 4.9 inches from the leading edge of 

the M/R blade. Draw lines from the inboard 

end to the outboard end to connect each end 

at 1.1 inches and 4.9 inches. Draw parallel 

lines from the inboard end of the inspection 

zone to the outboard end of the inspection 

zone, with the lines spaced 0.50 inch apart. 

Note 1 to paragraph (g)(2)(i): This note 

applies to paragraphs (g)(2)(i) and (ii) of this 

AD. Figure 4 of Van Horn Aviation, L.L.C., 

Service Bulletin Notice No. 33000–4R3, 

dated November 8, 2021 (SB 33000–4R3) 

depicts ‘‘Zone 1’’ and ‘‘Zone 2.’’ 

(ii) Use a permanent marker to draw 

rectangular inspection ‘‘Zone 2’’ on the lower 

surface of the M/R blade at M/R blade 

stations 186.0 and 191.0, beginning from the 

forward edge of the weight receptacle pocket 

and extending 1 inch in the direction 

towards the leading edge of the M/R blade. 

Draw lines from the inboard end to the 

outboard end to connect each end at the 

weight receptacle pocket and 1 inch forward 

of the weight receptacle pocket. Draw 

parallel lines from the inboard end of the 

inspection zone to the outboard end of the 

inspection zone, with the lines spaced 0.50 

inch apart. 

(iii) Using composite tap hammer Abaris 

Training Tap Hammer P/N ABATH, HeatCon 

Tap Hammer P/N HCS1104–01, Brown Tool 

Composite Tap Hammer P/N BAT–CTH8, or 

MATCO Tools Composite Tap Hammer P/N 

T4BAT–CTH8, tap inspect the areas within 

‘‘Zone 1’’ and ‘‘Zone 2’’ for any delamination 

by following Tap Inspect Balance Receptacle, 

paragraph A.(4) of SB 33000–4R3. Where SB 

33000–4R3 specifies to mark the location 

where the delamination starts, use a 

permanent marker. 

(iv) If there are any marks where the 

delamination starts, connect the marks 

indicating the delamination location and 

measure the length at the farthest point from 

the inboard end of the inspection area. 

(v) If there is any delamination in the lower 

surface inspection zone (‘‘Zone 2’’) that is 6.0 

or more inches in length or if there is any 

delamination in the upper surface inspection 

zone (‘‘Zone 1’’), before further flight, remove 

the M/R blade from service. 

(3) Thereafter repeat the actions required 

by paragraph (g)(2) of this AD at intervals not 

to exceed 400 hours TIS or 2,400 engine 

starts, whichever occurs first. 

(4) If there is any delamination, within 30 

days after accomplishing the actions required 

by paragraphs (g)(1) or (3) of this AD, report 

each delamination size and location, and the 

total hours TIS and total engine starts since 

initial installation of the M/R blade, to Mr. 

Dean Rosenlof, Van Horn Aviation, L.L.C., 

1510 West Drake Drive, Tempe, AZ 85283, or 

by email to info@vanhornaviation.com. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or local Flight Standards 

District Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (i)(1) of 

this AD. Information may be emailed to: 9- 

ANM-LAACO-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. 

(i) Related Information 

(1) For more information about this AD, 

contact Peter Jarzomb, Aerospace Engineer, 

Airframe Section, Los Angeles ACO Branch, 

Compliance & Airworthiness Division, FAA, 

3960 Paramount Blvd., Lakewood, CA 90712; 

telephone (562) 627–5234; email 

peter.jarzomb@faa.gov. 

(2) For service information identified in 

this AD, contact Van Horn Aviation, L.L.C., 

ATTN: Dean Rosenlof, 1510 West Drake 

Drive, Tempe, AZ 85283; telephone (480) 

483–4202; email dean@vanhornaviation.com. 

You may view this service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

Issued on March 15, 2022. 

Derek Morgan, 

Acting Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–05874 Filed 3–23–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0148; Project 

Identifier AD–2021–00922–T] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2015–12–03, which applies to certain 

The Boeing Company Model 777–200, 

–200LR, –300, and –300ER series 

airplanes. AD 2015–12–03 requires 

repetitive freeplay inspections and 

lubrication of the right and left 


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elevators, rudder, and rudder tab, and 

related investigative and corrective 

actions if necessary. Since the FAA 

issued AD 2015–12–03, engineering 

testing revealed that the force being 

applied to the elevator to detect 

excessive freeplay was insufficient. This 

proposed AD would continue to require 

certain actions in AD 2015–12–03 for 

certain airplanes, and would require 

revising the existing maintenance or 

inspection program, as applicable, for 

certain other airplanes, to incorporate a 

revised or new elevator freeplay 

maintenance procedure, as applicable. 

This proposed AD would also add 

airplanes to the applicability. The FAA 

is proposing this AD to address the 

unsafe condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by May 9, 2022. 

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 

https://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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster 

Blvd., MC 110–SK57, Seal Beach, CA 

90740–5600; telephone 562–797–1717; 

internet https://

www.myboeingfleet.com. You may view 

this service information at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0148. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0148; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

NPRM, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: Luis 

Cortez-Muniz, Aerospace Engineer, 

Airframe Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 

(206) 231–3958; email: Luis.A.CortezMuniz@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2022–0148; Project Identifier AD– 

2021–00922–T’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend the proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this proposed 

AD. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Luis Cortez-Muniz, 

Aerospace Engineer, Airframe Section, 

FAA, Seattle ACO Branch, 2200 South 

216th St., Des Moines, WA 98198; 

phone and fax: (206) 231–3958; email: 

Luis.A.Cortez-Muniz@faa.gov. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

The FAA issued AD 2015–12–03, 

Amendment 39–18176 (80 FR 34252, 

June 16, 2015) (AD 2015–12–03), for 

certain The Boeing Company Model 

777–200, –200LR, –300, and –300ER 

series airplanes. AD 2015–12–03 was 

prompted by the manufacturer’s 

determination that the procedure for the 

rudder freeplay inspection available at 

the time did not properly detect 

excessive freeplay in the rudder control 

load loop. AD 2015–12–03 requires 

repetitive freeplay inspections and 

lubrication of the right and left 

elevators, rudder, and rudder tab, and 

related investigative and corrective 

actions if necessary. The agency issued 

AD 2015–12–03 to detect and correct 

excessive wear in the load loop 

components of the control surfaces, 

which could lead to excessive freeplay 

of the control surfaces, flutter, and 

consequent loss of control of the 

airplane. 

AD 2015–12–03 superseded AD 2007– 

13–05, Amendment 39–15109 (72 FR 

33856, June 20, 2007). 

Actions Since AD 2015–12–03 Was 

Issued 

Since the FAA issued AD 2015–12– 

03, engineering testing revealed that the 

force being applied to the elevator to 

detect excessive freeplay was 

insufficient. The original bypass test 

setup for the power control unit (PCU), 

which used a hydraulic 

depressurization method, was found to 

be unreliable for putting the adjacent 

PCU into bypass mode, and a new 

elevator freeplay maintenance 

procedure is necessary. Model 777F 

airplanes were not added to the 

applicability in AD 2015–12–03 because 

there was a certification maintenance 

requirement (CMR) task to accomplish 

the freeplay inspections for those 

airplanes; therefore, the FAA has 

determined that it is necessary for 

operators to revise the maintenance or 

inspection program to update the 

elevator freeplay procedures for Model 

777F airplanes. 

FAA’s Determination 

The FAA is issuing this NPRM after 

determining that the unsafe condition 

described previously is likely to exist or 

develop on other products of the same 

type design. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Special 

Attention Service Bulletin 777–27– 

0062, Revision 4, dated July 15, 2021. 

This service information specifies 

procedures for changing the elevator 


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freeplay instructions by adding changes 

to the input force, elevator freeplay 

limit, and PCU bypass test setup. 

This proposed AD would also require 

Boeing Special Attention Service 

Bulletin 777–27–0062, Revision 2, dated 

January 27, 2014, which the Director of 

the Federal Register approved for 

incorporation by reference as of July 21, 

2015 (80 FR 34253, June 16, 2015). 

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. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would retain 

certain requirements of AD 2015–12–03 

and require accomplishing the actions 

specified in accordance with updated 

service information, including 

corrective actions, such as repairs, 

already described for Model 777–200, 

–200LR, –300, and –300ER airplanes. 

This proposed AD would also add 

Model 777F series airplanes to the 

applicability. For Model 777F series 

airplanes, this proposed AD would 

require revising the existing 

maintenance or inspection program, as 

applicable, to incorporate a new 

elevator freeplay maintenance 

procedure. For information on the 

procedures and compliance times, see 

this service information at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0148. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 281 

airplanes of U.S. registry. The FAA 

estimates the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS

Required actions Labor cost Parts cost Cost per product Cost on U.S. operators 

(218) 

Measurement (inspection), 

elevator.

4 work-hours × $85 per hour = $340 

per measurement (inspection) cycle.

$0 $340 per measurement 

(inspection) cycle.

$74,120 per measurement 

(inspection) cycle. 

Lubrication, elevator ......... 17 work-hours × $85 per hour = $1,445 

per lubrication cycle.

0 $1,445 per lubrication 

cycle.

$315,010 per lubrication 

cycle. 

Measurement (inspection), 

rudder.

4 work-hours × $85 per hour = $340 

per measurement (inspection) cycle.

0 $340 per measurement 

(inspection) cycle.

$74,230 per measurement 

(inspection) cycle. 

Lubrication, rudder ............ 7 work-hours × $85 per hour = $595 

per lubrication cycle.

0 $595 per lubrication cycle $129,710 per lubrication 

cycle. 

Measurement (inspection), 

rudder tab.

3 work-hours × $85 per hour = $255 

per measurement (inspection) cycle.

0 $255 per measurement 

(inspection) cycle.

$55,590 per measurement 

(inspection) cycle. 

Lubrication, rudder tab ...... 5 work-hours × $85 per hour = $425 

per lubrication cycle.

0 $425 per lubrication cycle $92,650 per lubrication 

cycle. 

The FAA has received no definitive 

data that would enable the agency to 

provide cost estimates for the oncondition corrective actions specified in 

this proposed AD. 

The FAA has determined that revising 

the existing maintenance or inspection 

program takes an average of 90 workhours per operator, although the agency 

recognizes that this number may vary 

from operator to operator. Since 

operators incorporate maintenance or 

inspection program changes for their 

affected fleet(s), the FAA has 

determined that a per-operator estimate 

is more accurate than a per-airplane 

estimate. Therefore, the FAA estimates 

the average total cost per Model 777F 

operator to be $7,650 (90 work-hours × 

$85 per work-hour). 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701, General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

The FAA has 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 that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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: 

■ a. Removing Airworthiness Directive 

(AD) 2015–12–03, Amendment 39– 

18176 (80 FR 34252, June 16, 2015), and 

■ b. Adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2022–0148; Project Identifier AD–2021– 

00922–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) action by May 9, 

2022. 


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(b) Affected ADs 

This AD replaces AD 2015–12–03, 

Amendment 39–18176 (80 FR 34252, June 

16, 2015) (AD 2015–12–03). 

(c) Applicability 

This AD applies to The Boeing Company 

airplanes, certificated in any category, 

identified in paragraphs (c)(1) and (2) of this 

AD. 

(1) All Model 777–200, –200LR, –300, 

–300ER series airplanes. 

(2) Model 777F airplanes with an original 

airworthiness certificate or original export 

certificate of airworthiness issued on or 

before the effective date of this AD. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by the 

manufacturer’s determination that the 

procedure for the rudder freeplay inspection 

available at the time did not properly detect 

excessive freeplay in the rudder control load 

loop. This AD was also prompted by 

engineering testing that revealed that the 

force being applied to the elevator to detect 

excessive freeplay was insufficient. The FAA 

is issuing this AD to address excessive wear 

in the load loop components of the control 

surfaces, which could lead to excessive 

freeplay of the control surfaces, flutter, and 

consequent loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections of 

Elevators, Rudder, and Rudder Tab, With 

Revised Service Information 

This paragraph restates the requirements of 

paragraph (g) of AD 2015–12–03, with 

revised service information. For Model 777– 

200, –200LR, –300, and –300ER series 

airplanes: At the applicable times specified 

in tables 1, 2, and 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 777–27–0062, Revision 2, 

dated January 27, 2014, or Revision 4, dated 

July 15, 2021, except as provided by 

paragraph (i)(1) of this AD: Inspect the 

freeplay of the right and left elevators, 

rudder, and rudder tab by accomplishing all 

of the actions specified in Parts 1, 3, and 5 

of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

777–27–0062, Revision 2, dated January 27, 

2014, or Revision 4, dated July 15, 2021, 

except as provided by paragraphs (i)(2) 

through (4) of this AD. Repeat the inspections 

thereafter at the intervals specified in tables 

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

of Boeing Special Attention Service Bulletin 

777–27–0062, Revision 2, dated January 27, 

2014, or Revision 4, dated July 15, 2021. If, 

during any inspection required by this 

paragraph, the freeplay exceeds any 

applicable measurement specified in Part 1, 

3, and 5, as applicable, of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 777–27– 

0062, Revision 2, dated January 27, 2014, or 

Revision 4, dated July 15, 2021, before 

further flight, do the applicable corrective 

actions in accordance with Part 1, 3, and 5 

of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

777–27–0062, Revision 2, dated January 27, 

2014, or Revision 4, dated July 15, 2021. 

After the effective date of this AD use only 

Boeing Special Attention Service Bulletin 

777–27–0062, Revision 4, dated July 15, 

2021. 

(h) Retained Repetitive Lubrication, With 

Revised Service Information 

This paragraph restates the requirements of 

paragraph (h) of AD 2015–12–03, with 

revised service information. For Model 777– 

200, –200LR, –300, –300ER series airplanes: 

At the applicable times specified in tables 1, 

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

Boeing Special Attention Service Bulletin 

777–27–0062, Revision 2, dated January 27, 

2014, or Revision 4, dated July 15, 2021, 

except as provided by paragraph (i)(1) of this 

AD: Lubricate the elevator components, 

rudder components, and rudder tab 

components, by accomplishing all of the 

actions specified in Parts 2, 4, and 6 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 777–27– 

0062, Revision 2, dated January 27, 2014, or 

Revision 4, dated July 15, 2021. Repeat the 

lubrication thereafter at the interval specified 

in tables 1, 2, and 3 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Special Attention 

Service Bulletin 777–27–0062, Revision 2, 

dated January 27, 2014, or Revision 4, dated 

July 15, 2021. After the effective date of this 

AD use only Boeing Special Attention 

Service Bulletin 777–27–0062, Revision 4, 

dated July 15, 2021. 

(i) Retained Exceptions to Service 

Information Specifications, With Revised 

Service Information 

This paragraph restates the requirements of 

paragraph (i) of AD 2015–12–03, with revised 

service information, for Model 777–200, 

–200LR, –300, –300ER series airplanes. 

(1) Where Boeing Special Attention Service 

Bulletin 777–27–0062, Revision 2, dated 

January 27, 2014, and Revision 4, dated July 

15, 2021, specify a compliance time ‘‘after 

the original issue date on this service 

bulletin,’’ this AD requires compliance 

within the specified compliance time after 

July 25, 2007 (the effective date of AD 2007– 

13–05, Amendment 39–15109 (72 FR 33856, 

June 20, 2007)). After the effective date of 

this AD, only Boeing Special Attention 

Service Bulletin 777–27–0062, Revision 4, 

dated July 15, 2021, may be used. 

(2) Where Appendix B, paragraph 1.f., 

‘‘Freeplay Inspection,’’ step (8), of Boeing 

Special Attention Service Bulletin 777–27– 

0062, Revision 2, dated January 27, 2014, 

specifies that the center of the pad must be 

within 1.0 inch (13 millimeters) of the center 

line of the rib rivets in the rudder tab, this 

AD requires that the center of the tab must 

be within 1.0 inch (25 millimeters) of the 

center line of the rib rivets in the rudder tab. 

(3) Where Appendix C, paragraph 1.e., 

‘‘Rudder Tab Surface Freeplay—Inspection,’’ 

step (2) and step (6), of Boeing Special 

Attention Service Bulletin 777–27–0062, 

Revision 2, dated January 27, 2014, specify 

that the placement of the force gage and pad 

should be within one inch of the centerline 

line of the middle rudder PCU rib and at 12 

+/¥1 inch (305 +/¥72 millimeters) forward 

of the rudder tab trailing edge, this AD 

requires placement of the force gage and pad 

within one inch of the centerline line of the 

middle rudder PCU rib and at 12 +/¥1 inch 

(305 +/¥25 millimeters) forward of the 

rudder tab trailing edge. 

(4) Where Appendix C, paragraph 1.e., 

‘‘Rudder Tab Surface Freeplay—Inspection,’’ 

step (3), of Boeing Special Attention Service 

Bulletin 777–27–0062, Revision 2, dated 

January 27, 2014, specifies to apply a 30 +/ 

¥pound (133 +/¥14 newton) force, this AD 

requires applying a 30 +/¥3 pound force 

(133 +/¥14 newton) force. 

(j) New Maintenance or Inspection Program 

Revision 

For Model 777F airplanes: Within 30 days 

after the effective date of this AD, revise the 

777F elevator freeplay maintenance 

procedure in the existing maintenance or 

inspection program, as applicable, by doing 

the actions specified in paragraphs (j)(1) 

through (3) of this AD. 

(1) Remove the existing hydraulic 

depressurization PCU test setup procedure 

step and replace it by incorporating the 

information specified in figure 1 to paragraph 

(j) of this AD. 

(2) Revise the jack test force used to push 

the elevator up to 225 +/¥10 lb (102.1 +/ 

¥4.5 kg). 

(3) Revise the elevator freeplay dial 

indicator limit to 0.34 in. (152 mm) or less. 


khammond on DSKJM1Z7X2PROD with PROPOSALS
16658 Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Proposed Rules 

Note 1 to paragraph (j): Refer to AMM task 

27–31–09–200–801, dated September 5, 

2021, for additional guidance. 

(k) No Alternative Actions or Intervals 

After the existing maintenance or 

inspection program has been revised as 

required by paragraph (j) 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 (m) of this AD. 

(l) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraphs (g) and (h) of 

this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Special Attention Service Bulletin 

777–27–0062, Revision 3, dated October 9, 

2015. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or responsible Flight 

Standards Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (n)(1) of 

this AD. Information may be emailed to: 9- 

ANM-Seattle-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 responsible Flight Standards Office 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by The Boeing Company 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, Seattle ACO Branch, FAA, to make 

those findings. To be approved, the repair 

method, modification deviation, or alteration 

deviation must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. 

(4) AMOCs approved previously for the 

freeplay measurements of the right and left 

rudder tab required by AD 2015–12–03, are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(5) AMOCs approved previously for the 

freeplay measurements of the rudder 

required by AD 2015–12–03, are approved as 

AMOCs for the corresponding provisions of 

this AD. 

(6) AMOCs approved previously for the 

repetitive lubrications required by AD 2015– 

12–03, are approved as AMOCs for the 

corresponding provisions of this AD. 

(n) Related Information 

(1) For more information about this AD, 

contact Luis Cortez-Muniz, Aerospace 

Engineer, Airframe Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: (206) 

231–3958; email: Luis.A.Cortez-Muniz@

faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster Blvd., 

MC 110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet https://

www.myboeingfleet.com. You may view this 

referenced service information at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 


khammond on DSKJM1Z7X2PROD with PROPOSALSEP24MR22.059</GPH>

Figure 1 to paragraph G): Circuit breaker elevator freeplay test setup 

Do these steps to prepare for the freeplay inspection: 

NOTE: Each PCU can be inspected in any order, as long as the setup for the inspection 

is performed per the steps below. 

a) To inspect the left elevator outboard PCU, do these steps: 

1. Open this circuit breaker and install safety tag: 

Power Supply Assembly Center, M24301 

Row Col Number Name 

A 7 CBA7-C ELEV PCU 

2. Make sure that the left elevator inboard PCU is in bypass mode 

b) To inspect the left elevator inboard PCU, do these steps: 

1. Open this circuit breaker and install safety tag: 

Power Supply Assembly Left, M24101 

Row Col Number Name 

A 7 CBA7-L ELEV PCU 

2. Make sure that the left elevator outboard PCU is in bypass mode. 

c) To inspect the right elevator inboard PCU, do these steps: 

1. Open this circuit breaker and install safety tag: 

Left Power Management Panel, P110 

Row Col Number Name 

K 27 C27609 ELEV PCU RIB (BLK)/ROB(BYP) 

2. Make sure that the right elevator outboard PCU is in bypass mode. 

d) To inspect the right elevator outboard PCU, do these steps: 

1. Open this circuit breaker and install safety tag: 

Power Supply Assembly Right, M24201 

Row Col Number Name 

A 7 CBA7-R ELEV PCU 

2. Make sure that the right elevator inboard PCU is in bypass mode. 
Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Proposed Rules 16659 

Issued on February 18, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–05691 Filed 3–23–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0292; Project 

Identifier AD–2021–01297–E] 

RIN 2120–AA64 

Airworthiness Directives; International 

Aero Engines, LLC Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain International Aero Engines, LLC 

(IAE LLC) PW1122G–JM, PW1124G1– 

JM, PW1124G–JM, PW1127G1–JM, 

PW1127GA–JM, PW1127G–JM, 

PW1129G–JM, PW1130G–JM, 

PW1133GA–JM, and PW1133G–JM 

model turbofan engines. This proposed 

AD was prompted by an analysis of an 

event involving an International Aero 

Engines AG (IAE AG) V2533–A5 model 

turbofan engine, which experienced an 

uncontained failure of a high-pressure 

turbine (HPT) 1st-stage disk that 

resulted in high-energy debris 

penetrating the engine cowling. This 

proposed AD would require 

performance of an ultrasonic inspection 

(USI) of the HPT 1st-stage disk and HPT 

2nd-stage disk and, depending on the 

results of the inspections, replacement 

of the HPT 1st-stage disk or HPT 2ndstage disk. The FAA is proposing this 

AD to address the unsafe condition on 

these products. 

DATES: The FAA must receive comments 

on this proposed AD by May 9, 2022. 

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 

https://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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, contact International Aero 

Engines, LLC, 400 Main Street, East 

Hartford, CT 06118; phone: (860) 690– 

9667; email: help24@pw.utc.com; 

website: http://fleetcare.prattwhitney.

com. You may view this service 

information at the FAA, Airworthiness 

Products Section, Operational Safety 

Branch, 1200 District Avenue, 

Burlington, MA 01803. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0292; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

NPRM, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Mark Taylor, Aviation Safety Engineer, 

ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: 

(781) 238–7229; email: Mark.Taylor@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2022–0292; Project Identifier AD– 

2021–01297–E’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Mark Taylor, Aviation 

Safety Engineer, ECO Branch, FAA, 

1200 District Avenue, Burlington, MA 

01803. Any commentary that the FAA 

receives which is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Background 

On March 18, 2020, an Airbus Model 

A321–231 airplane, powered by IAE AG 

V2533–A5 model turbofan engines, 

experienced an uncontained HPT 1ststage disk failure that resulted in highenergy debris penetrating the engine 

cowling. Based on a preliminary 

analysis of this event, on March 21, 

2020, the FAA issued Emergency AD 

2020–07–51 (followed by publication in 

the Federal Register on April 13, 2020, 

as a Final Rule, Request for Comments 

(85 FR 20402)), which requires the 

removal from service of certain HPT 1ststage disks installed on IAE AG V2522– 

A5, V2524–A5, V2525–D5, V2527–A5, 

V2527E–A5, V2527M–A5, V2528–D5, 

V2530–A5, and V2533–A5 model 

turbofan engines. 

Based on the root cause analysis 

performed since that March 2020 event, 

Pratt & Whitney (PW) identified a 

different population of HPT 1st-stage 

disks and HPT 2nd-stage disks that are 

subject to the same unsafe condition 

identified in AD 2020–07–51. In 

response, the FAA issued AD 2021–19– 

10 on September 10, 2021 (86 FR 

50610), which requires the removal 

from service of certain HPT 1st-stage 

disks and HPT 2nd-stage disks installed 

on IAE LLC PW1122G–JM, PW1124G1– 

JM, PW1124G–JM, PW1127G1–JM, 

PW1127GA–JM, PW1127G–JM, 

PW1129G–JM, PW1130G–JM, 

PW1133GA–JM, and PW1133G–JM 

model turbofan engines. 

Since the FAA issued AD 2021–19– 

10, PW identified another 

subpopulation of HPT 1st-stage disks 

and HPT 2nd-stage disks that require 

inspection and possible removal from 

service. Included in this additional 

subpopulation of HPT 1st-stage disks 


khammond on DSKJM1Z7X2PROD with PROPOSALS