Federal Register / Vol. 74, No. 79 / Monday, April 27, 2009 / Proposed Rules 19025 

11. Braked Roll Conditions. The 

criteria of §§ 25.493(b), (c), and (d) shall 

be directly applicable. The formula in 

§ 25.493(e) is not applicable to the B747 

due to the 4-post gear arrangement. 

12. Turning. The criteria of § 25.495 

are directly applicable. 

13. Nose-Wheel Yaw. The criteria of 

§ 25.499 are directly applicable. The 

criteria are interpreted to apply braking 

to all main landing gear wheels on one 

side of the airplane centerline. 

14. Pivoting. The criteria of § 25.503 

are applied individually to each wing 

main landing gear unit. In addition, all 

main landing gear units must be 

designed for the scrubbing and/or 

torsion loads induced by pivoting about 

the most critical point consistent with 

the available main gear braking on one 

side of the airplane and the available 

thrust and torque on the airplane. 

Maximum static engine thrust must be 

considered only on the engines on the 

opposite side of the airplane centerline 

from the pivot point. 

15. Reversed Braking. The criteria of 

§ 25.507 are directly applicable, except 

that the phrase ‘‘three point’’ is 

expanded to include ‘‘five point.’’ 

16. Towing Loads. The criteria of 

§ 25.509 are directly applicable. 

17. Fatigue Evaluation of Landing 

Gear. The criteria of § 25.573 at 

Amendment 25–0 are directly 

applicable to main landing gear units. 

18. Shock Absorption Tests. The 

criteria of § 25.723 are directly 

applicable. Compliance may be shown 

in accordance with AC 25.723–1. 

19. Substantiation of the design 

criteria must include a dynamic taxi and 

landing analysis. 

Issued in Renton, Washington, on April 14, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–9529 Filed 4–24–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1369; Directorate 

Identifier 2003–NE–03–AD] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc RB211 Trent 800 Series Turbofan 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) for Rolls-Royce plc 

RB211 Trent 875–17, Trent 877–17, 

Trent 884–17, Trent 892–17, Trent 

892B–17, and Trent 895–17 turbofan 

engines with high pressure (HP) 

compressor rotor rear stage 5 and 6 discs 

and cone shafts, part numbers (P/Ns) 

FK25230 and FK27899 installed. This 

proposed AD would require removing 

these parts at new reduced cycle limits. 

This proposed AD results from RollsRoyce plc reducing the lives of these 

parts and changing the life calculating 

method to use ‘‘Standard Duty Cycles’’ 

with ‘‘Multiple Flight Profile 

Monitoring’’ and ‘‘Flight Cycles’’ with 

‘‘Heavy Flight Profile Monitoring’’. We 

are proposing this AD to prevent stage 

5 and 6 disc crack initiation and 

propagation that might lead to 

uncontained disc failure and damage to 

the airplane. 

DATES: We must receive any comments 

on this proposed AD by June 26, 2009. 

ADDRESSES: Use one of the following 

addresses to comment on this proposed 

AD. 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

• Fax: (202) 493–2251. 

FOR FURTHER INFORMATION CONTACT: 

James Lawrence, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803, e-mail james.lawrence@faa.gov; 

telephone (781) 238–7176; fax (781) 

238–7199. 

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–2009–1369; Directorate Identifier 

2003–NE–03–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 based on 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 with FAA 

personnel concerning this proposed AD. 

Using the search function of the Web 

site, anyone can find and read the 

comments in any of our dockets, 

including, if provided, the name of the 

individual who sent the comment (or 

signed the comment on behalf of an 

association, business, labor union, etc.). 

You may review the DOT’s complete 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477–78). 

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 the same as the Mail 

address provided in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

Discussion 

On July 23, 2003, we issued AD 2003– 

15–06, Amendment 39–13249 (68 FR 

44610, July 30, 2003). That AD requires 

removal from service of HP compressor 

rotor rear stage 5 and 6 discs and cone 

shafts, P/Ns FK25230 and FK27899, 

before reaching newly reduced life 

limits. The Civil Aviation Authority 

(CAA), which is the airworthiness 

authority for the United Kingdom 

(U.K.), had notified the FAA that an 

unsafe condition may exist on RollsRoyce plc RB211 Trent 875, Trent 877, 

Trent 884, Trent 892, Trent 892B, and 

Trent 895 turbofan engines. The CAA 

advised that three HP compressor rotor 

rear stage 5 and 6 discs and cone shafts, 

P/Ns FK25230 and FK27899, were 

found with crack indications in the 

stage 5 and 6 blade loading slots, during 

overhaul inspection. The manufacturer’s 

analysis had not yet been able to 

identify the root cause of these cracks, 

or to fully explain the crack propagation 

rate. As a result of the analysis, a new 

lower life limit of 7,500 cycles-sincenew had been assigned by the 

manufacturer to these HP compressor 

rotor rear stage 5 and 6 discs and cone 

shafts. This condition, if not corrected, 


dwashington3 on PROD1PC60 with PROPOSALS
19026 Federal Register / Vol. 74, No. 79 / Monday, April 27, 2009 / Proposed Rules 

could result in stage 5 and 6 disc crack 

initiation and propagation that might 

lead to uncontained disc failure and 

damage to the airplane. 

Actions Since AD 2003–15–06 Was 

Issued 

Since AD 2003–15–06 was issued, 

Rolls-Royce plc has further reduced the 

lives of HP compressor rotor rear stage 

5 and 6 discs and cone shafts, P/Ns 

FK25230 and FK27899, and changed the 

life calculating method to use ‘‘Standard 

Duty Cycles’’ with ‘‘Multiple Flight 

Profile Monitoring’’ and ‘‘Flight Cycles’’ 

with ‘‘Heavy Flight Profile Monitoring’’. 

Bilateral Agreement Information 

This engine model is manufactured in 

the United Kingdom and is type 

certificated for operation in the United 

States under the provisions of Section 

21.29 of the Federal Aviation 

Regulations (14 CFR 21.29) and the 

applicable bilateral airworthiness 

agreement. Under this bilateral 

airworthiness agreement, the European 

Aviation Safety Agency (EASA) kept us 

informed of the situation described 

above. We have examined the findings 

of EASA, reviewed all available 

information, and determined that AD 

action is necessary for products of this 

type design that are certificated for 

operation in the United States. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other products of this same 

type design. We are proposing this AD, 

which would require changing the life 

calculating method to use ‘‘Standard 

Duty Cycles’’ with ‘‘Multiple Flight 

Profile Monitoring’’ and ‘‘Flight Cycles’’ 

with ‘‘Heavy Flight Profile Monitoring’’, 

and reducing the lives of the affected 

parts to 5,000 ‘‘Standard Duty Cycles’’ 

or 5,000 Flight cycles’’, respectively. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 94 Rolls-Royce plc RB211 

Trent 875–17, Trent 877–17, Trent 884– 

17, Trent 892–17, Trent 892B–17, and 

Trent 895–17 turbofan engines installed 

on airplanes of U.S. registry. Removal of 

these HP compressor rotor rear stage 5 

and 6 discs and cone shafts would not 

impose any additional labor costs if 

performed at the time of scheduled 

engine overhaul. The prorated life loss 

is about $225,000 per engine. Based on 

these figures, we estimate the cost of 

this proposed AD on U.S. operators to 

be $21,150,000. 

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 have 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 AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD. See the ADDRESSES

section for a location to examine the 

regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

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 

removing Amendment 39–13249 (68 FR 

44610, July 30, 2003) and by adding a 

new airworthiness directive, to read as 

follows: 

Rolls-Royce plc: Docket No. FAA–2009– 

1369; Directorate Identifier 2003–NE– 

03–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this 

airworthiness directive (AD) action by June 

26, 2009. 

Affected ADs 

(b) This AD supersedes AD 2003–15–06, 

Amendment 39–13249. 

Applicability 

(c) This AD applies to Rolls-Royce plc 

RB211 Trent 875–17, Trent 877–17, Trent 

884–17, Trent 892–17, Trent 892B–17, and 

Trent 895–17 turbofan engines with high 

pressure (HP) compressor rotor rear stage 5 

and 6 discs and cone shafts, part numbers (P/ 

Ns) FK25230 and FK27899 installed. These 

engines are installed on, but not limited to, 

Boeing 777 series airplanes. 

Unsafe Condition 

(d) This AD results from Rolls-Royce plc 

reducing the lives of these parts and 

changing the life calculating method to use 

‘‘Standard Duty Cycles’’ with ‘‘Multiple 

Flight Profile Monitoring’’, and ‘‘Flight 

Cycles’’ with ‘‘Heavy Flight Profile 

Monitoring’’. We are issuing this AD to 

prevent stage 5 and 6 disc crack initiation 

and propagation that might lead to 

uncontained disc failure and damage to the 

airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

(f) For operators using ‘‘Multiple Flight 

Profile Monitoring’’ (Flight Profiles ‘‘A’’ 

through ‘‘F’’), remove HP compressor rotor 

rear stage 5 and 6 discs and cone shafts from 

service at or before accumulating 5,000 

‘‘Standard Duty Cycles’’. Information on 

‘‘Multiple Flight Profile Monitoring’’ can be 

found in the Aircraft Maintenance Manual, 

Chapter 70–01–10. 

(g) For operators using ‘‘Heavy Flight 

Profile Monitoring’’, remove HP compressor 

rotor rear stage 5 and 6 discs and cone shafts 

from service at or before accumulating 5,000 

‘‘Flight Cycles’’. Information on ‘‘Heavy 

Flight Profile Monitoring’’ can be found in 

the Aircraft Maintenance Manual, Chapter 

70–01–10. 

Alternative Methods of Compliance 

(h) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD if requested using the procedures found 

in 14 CFR 39.19. 


dwashington3 on PROD1PC60 with PROPOSALS
Federal Register / Vol. 74, No. 79 / Monday, April 27, 2009 / Proposed Rules 19027 

Related Information 

(i) Contact James Lawrence, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803, e-mail james.lawrence@faa.gov; 

telephone (781) 238–7176; fax (781) 238– 

7199, for more information about this AD. 

(j) European Aviation Safety Agency AD 

2007–0004, dated January 8, 2007, also 

addresses the subject of this AD. 

(k) Rolls-Royce plc Alert Service Bulletin 

No. RB.211–72–AE082, Revision 7, dated 

June 18, 2008, pertains to the subject of this 

AD. Contact Rolls-Royce plc, P.O. Box 31, 

Derby, DE24 8BJ, UK, telephone 44 (0) 1332 

242424; fax 44 (0) 1332 249936, for a copy 

of this service information. 

(l) Contact Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124– 

2207, for a copy of the Aircraft Maintenance 

Manual referenced in this AD. 

Issued in Burlington, Massachusetts, on 

April 17, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–9479 Filed 4–24–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0380; Directorate 

Identifier 2008–NM–153–AD] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Model Falcon 2000EX Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

An internal review of design data has 

shown that the web of the left hand side (LH) 

stringer 13 near frame 8 might have been 

improperly trimmed on a few aircraft. 

If not corrected, possible crack initiations 

could occur in the upper stringer web, and 

therefore could impair the structural strength 

of the adjacent door stop. This latent failure 

could ultimately lead to the loss of 

redundancy of the door stops, thereby 

affecting the structural integrity of the 

fuselage. 

* * * * * 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by May 27, 2009. 

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 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Dassault 

Falcon Jet, P.O. Box 2000, South 

Hackensack, New Jersey 07606; 

telephone 201–440–6700; Internet 

http://www.dassaultfalcon.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 or 425–227–1152. 

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 proposed 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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

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–2009–0380; Directorate Identifier 

2008–NM–153–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 based on 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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2008–0143, 

dated July 31, 2008 (referred to after this 

as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

An internal review of design data has 

shown that the web of the left hand side (LH) 

stringer 13 near frame 8 might have been 

improperly trimmed on a few aircraft. 

If not corrected, possible crack initiations 

could occur in the upper stringer web, and 

therefore could impair the structural strength 

of the adjacent door stop. This latent failure 

could ultimately lead to the loss of 

redundancy of the door stops, thereby 

affecting the structural integrity of the 

fuselage. 

Computational analysis has revealed a 

substantial reduced fatigue life for the 

stringer abutting onto the improperly 

trimmed web and has determined the need 

for an inspection and repair action no later 

than the first ‘‘C’’ check. 

To address this unsafe condition, the 

present Airworthiness Directive (AD) 

mandates an inspection and a conditional 

rework or replacement of the web of the LH 

stringer 13 between frames 7 and 8. 

Required actions include measuring the 

trimmed length of the web, inspecting 

for any sharp and unprotected edges of 

the web, and doing corrective actions if 

necessary. Corrective actions include 

reworking the web, applying protection 

to the web, and replacing the web, if 

improperly trimmed. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Relevant Service Information 

Dassault has issued Mandatory 

Service Bulletin F2000EX–178, dated 

July 1, 2008. The actions described in 

this service information are intended to 

correct the unsafe condition identified 

in the MCAI. 


dwashington3 on PROD1PC60 with PROPOSALS