Federal Register / Vol. 86, No. 144 / Friday, July 30, 2021 / Rules and Regulations 40927 

Congressional Review Act and 

Administrative Procedure Act 

OIRA has determined that this is a 

major rule for purposes of Subtitle E of 

the Small Business Regulatory 

Enforcement and Fairness Act of 1996 

(also known as the Congressional 

Review Act or CRA) (5 U.S.C. 804(2) et 

seq.). Under the CRA, a major rule takes 

effect 60 days after the rule is published 

in the Federal Register. 5 U.S.C. 

801(a)(3). 

Notwithstanding this requirement, the 

CRA allows agencies to dispense with 

the requirements of section 801 when 

the agency for good cause finds that 

such procedure would be impracticable, 

unnecessary, or contrary to the public 

interest and the rule shall take effect at 

such time as the agency promulgating 

the rule determines. 5 U.S.C. 808(2). 

Pursuant to section 808(2), SBA for good 

cause finds that a 60-day delay to 

provide public notice is impracticable 

and contrary to the public interest. 

Likewise, for the same reasons, SBA for 

good cause finds that there are grounds 

to waive the 30-day effective date delay 

under the Administrative Procedure 

Act. 5 U.S.C. 553(d)(3). 

As discussed elsewhere in this 

interim final rule, given the urgent need 

to provide borrowers with timely relief 

and the short period of time before 

certain borrowers will be required to 

begin making principal and interest 

payments if they have not yet applied 

for forgiveness with their lenders, SBA 

has determined that it is impractical and 

not in the public interest to provide a 

delayed effective date. An immediate 

effective date will allow SBA to 

expedite loan forgiveness to small 

businesses and nonprofit organizations 

and remit forgiveness payments to 

lenders. 

Executive Order 12988 

SBA has drafted this rule, to the 

extent practicable, in accordance with 

the standards set forth in section 3(a) 

and 3(b)(2) of Executive Order 12988, to 

minimize litigation, eliminate 

ambiguity, and reduce burden. The rule 

has no preemptive or retroactive effect. 

Executive Order 13132 

SBA has determined that this rule 

will not have substantial direct effects 

on the States, on the relationship 

between the National Government and 

the States, or on the distribution of 

power and responsibilities among the 

various layers of government. Therefore, 

SBA has determined that this rule has 

no federalism implications warranting 

preparation of a federalism assessment. 

Paperwork Reduction Act, 44 U.S.C. 

Chapter 35 

SBA has determined that this rule 

will require revisions to existing 

recordkeeping or reporting requirements 

of the Paycheck Protection Program 

(PPP) information collection, OMB 

Control Number 3245–0407. The 

revisions will affect SBA Forms 3508S 

and 3508D. SBA Form 3508S will be 

revised to incorporate the direct 

borrower forgiveness process and the 

COVID Revenue Reduction Score. SBA 

Form 3508D will be revised to 

incorporate the direct borrower 

forgiveness process. 

SBA has requested Office of 

Management and Budget (OMB) 

emergency approval of the revisions to 

the information collections to give small 

businesses and nonprofits affected by 

this interim final rule the maximum 

amount of time to apply for loan 

forgiveness under the new procedures. 

Regulatory Flexibility Act (RFA) 

The Regulatory Flexibility Act (RFA) 

generally requires that when an agency 

issues a proposed rule, or a final rule 

pursuant to section 553(b) of the 

Administrative Procedure Act or 

another law, the agency must prepare a 

regulatory flexibility analysis that meets 

the requirements of the RFA and 

publish such analysis in the Federal 

Register. 5 U.S.C. 603, 604. 

Rules that are exempt from notice and 

comment are also exempt from the RFA 

requirements, including conducting a 

regulatory flexibility analysis, when 

among other things the agency for good 

cause finds that notice and public 

procedure are impracticable, 

unnecessary, or contrary to the public 

interest. SBA Office of Advocacy guide: 

How to Comply with the Regulatory 

Flexibility Act, Ch.1. p.9. Since this rule 

is exempt from notice and comment, 

SBA is not required to conduct a 

regulatory flexibility analysis. 

Authority: 15 U.S.C. 636(a)(36); 15 U.S.C. 

636(a)(37); and 15 U.S.C. 636m; Coronavirus 

Aid, Relief, and Economic Security Act, Pub. 

L. 116–136, section 1114, and Economic Aid 

to Hard-Hit Small Businesses, Nonprofits, 

and Venues Act, Pub. L. 116–260, section 

303. 

Isabella Casillas Guzman, 

Administrator. 

[FR Doc. 2021–16358 Filed 7–28–21; 4:15 pm] 

BILLING CODE 8026–03–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–0333; Product 

Identifier 2020–NM–015–AD; Amendment 

39–21623; AD 2021–13–18] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 737 airplanes 

powered by LEAP–1B engines. This AD 

was prompted by reports of inadvertent 

release of the spring energy of the spring 

door opening system (SDOS) actuator 

with a certain part number, causing 

injury and the potential for injury to 

maintenance personnel. This AD 

requires replacing each affected SDOS 

actuator with a new SDOS actuator, and 

verifying that new safety markers are 

installed in the proper locations. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective September 3, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 3, 2021. 

ADDRESSES: For service information 

identified in this final rule, 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 on the internet at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–0333. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2020– 

0333; 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 final rule, 

any comments received, and other 


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1The FAA type certificated the Model 737–8200 

on March 31, 2021; there are currently no U.S. 

operators of that model. 

information. The address for Docket 

Operations is 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: Rose 

Len, Aerospace Engineer, Propulsion 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3604; email: 

rose.len@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all The Boeing Company Model 

737–8 and 737–9 airplanes. The NPRM 

published in the Federal Register on 

April 20, 2020 (85 FR 21791). 

The NPRM was prompted by a report 

of an incident involving an SDOS 

actuator. The SDOS actuator is a 

telescopic, spring-loaded actuator that 

assists the mechanic in raising the 

engine fan cowl. Even when the actuator 

is extended (uncompressed), it retains 

energy in the spring (preloaded). In the 

incident, after an SDOS actuator with 

part number BOE–2001–901F was 

removed, a part separation occurred at 

the joint between the actuator’s inner 

tube and its related ‘‘back end’’ bracket. 

The actuator came apart with springpropelled force, injuring one of the 

maintenance personnel. This SDOS 

actuator used two roll pins and epoxy 

at this joint. The FAA has determined 

that this design, together with spring 

preload, caused these parts to break. 

The FAA received a second report of 

a hazardous sudden extension of this 

actuator when, during improper 

removal of the SDOS actuator from the 

engine fan cowl while it was retracted, 

the SDOS actuator rapidly extended, 

with the potential to cause injury. This 

was possible because the fastener 

connecting the SDOS actuator to the fan 

cowl can be removed by cracking open 

the fan cowl and reaching under it. 

After the fastener was removed, the 

SDOS actuator was still connected to 

the engine fan case and was held in the 

retracted position by the ‘‘catch’’ hook, 

per the design. When the SDOS was 

rotated upward by hand, the catch hook 

released, and the SDOS actuator rapidly 

extended. The FAA has determined that 

the design of the SDOS actuator with 

part number BOE–2001–901H obscures 

the safety marker when the fan cowl is 

opened. The design of this SDOS 

actuator could, during maintenance, 

result in injury to maintenance 

personnel or damage to the airplane. 

The manufacturer of the SDOS 

actuator, General Aerospace, has 

changed the design to have a stronger 

joint between the inner tube and the 

‘‘back end’’ bracket that uses blind 

rivets rather than pins, together with an 

improved shape of the ‘‘catching’’ 

bracket. This redesign addressed the 

aforementioned part separation of the 

SDOS actuator, and the redesigned 

actuator became part number BOE– 

2001–901H. General Aerospace then 

modified part number BOE–2001–901H 

to include more detailed safety markers 

in new locations that display the 

warnings more clearly to maintenance 

personnel. That redesign addressed the 

aforementioned extension of the SDOS 

actuator from release of the catch hook. 

With the addition of the more detailed 

safety markers in the new locations, the 

SDOS actuator part number changed 

from BOE–2001–901H to BOE–2001– 

901J. General Aerospace Service 

Bulletin BOE–2001–901–71–01, dated 

November 2, 2019, which is referenced 

in Boeing Service Bulletin 737–71– 

1911, Revision 1, dated September 10, 

2020, provides instructions for changing 

a BOE–2001–901H SDOS actuator to a 

BOE–2001–901J SDOS actuator. 

The NPRM therefore proposed to 

require replacing each affected SDOS 

actuator with a new SDOS actuator, and 

verifying that the new safety markers are 

installed in the proper locations on the 

SDOS actuator. 

The FAA is issuing this AD to address 

the possible separation of the SDOS 

actuator, and the visual obstruction of 

the SDOS actuator safety marker, either 

of which, during maintenance, could 

cause injury to maintenance personnel 

or damage to the airplane. 

Actions Since the NPRM Was Issued 

In the NPRM, the FAA proposed that 

the AD would apply to Boeing model 

737–8 and 737–9 airplanes. Since then, 

the FAA determined that all Boeing 

model 737 airplanes powered by LEAP– 

1B engines (737 MAX airplanes), have 

engine fan cowls on which affected 

SDOS actuators could be installed. The 

affected SDOS actuators are rotable 

parts, so the future replacement of an 

SDOS actuator could reintroduce the 

unsafe condition. The 737 airplane 

models that are powered by LEAP–1B 

engines, and therefore that have fan 

cowls on which affected SDOS actuators 

could be installed, are currently the 

Model 737–8, 737–9, and 737–8200.1

The airplane models on which affected 

actuators could be installed could 

include any 737 models which will be 

powered by LEAP–1B engines, such as 

the Model 737–7. Therefore the FAA 

has revised the applicability of this AD 

to include all Model 737 airplanes 

powered by LEAP–1B engines. The 

prohibition on the installation of an 

affected SDOS actuator similarly applies 

to all airplanes identified in the 

applicability of this AD. 

Comments 

The FAA gave the public the 

opportunity to participate in developing 

this final rule. The following presents 

the comments received on the NPRM 

and the FAA’s response to each 

comment. 

Request To Update the Service 

Information to the Latest Revision 

Boeing requested that the FAA 

mandate Boeing Special Attention 

Requirements Bulletin 737–71–1911 RB, 

Revision 1, dated September 10, 2020, 

because of various updates including 

removing retrofitted airplanes from the 

effectivity, group and configuration 

changes, and adapting certain 

instructions to allow work to be done on 

an individual fan cowl instead of all fan 

cowls at once. The revised service 

information does not add work for any 

airplane. 

The FAA agrees. The service 

information mandated by this AD has 

been updated, to Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB, Revision 1, dated 

September 10, 2020. 

Request To Include Later Approved 

Revisions of the Service Information 

American Airlines and United 

Airlines requested that paragraph (g) of 

the proposed AD be changed to include 

the words ‘‘or later approved revisions’’ 

with regards to Boeing Special Attention 

Requirements Bulletin 737–71–1911 RB, 

dated November 26, 2019. 

The requested revision to paragraph 

(g) of the proposed AD to allow use of 

later-approved revisions of the service 

information would be contrary to Office 

of the Federal Register (OFR) regulations 

regarding incorporation by reference. 

Specifically, incorporation by reference 

of a publication is limited to the edition 

of the publication that is approved by 

OFR. 1 CFR 51.1(f). To allow operators 

to use later revisions of the referenced 

document that are not approved by the 

OFR and identified in the AD, either the 

FAA must (1) seek OFR approval to 

incorporate a later revision of the 

service document and revise the AD to 

reference the approved later revision, or 

(2) operators must request approval to 

use a later revision as an alternative 


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Federal Register / Vol. 86, No. 144 / Friday, July 30, 2021 / Rules and Regulations 40929 

method of compliance with this AD 

under the provisions of paragraph (k) of 

this AD. 

Request for Clarification of the RC 

Steps in the Service Information 

American Airlines requested 

clarification of paragraph (g) of the 

proposed AD. The commenter stated 

that it believes that the RC steps in both 

Boeing Special Attention Service 

Bulletin 737–71–1911 and 

Requirements Bulletin 737–71–1911 RB 

can be interpreted to mean that all steps 

of each Work Package are Required for 

Compliance. The company also states 

that the instruction to ‘‘Refer to the 

listed procedures in SB 737–71–1911 

Original Issue or later approved 

revisions as an accepted procedure’’ 

found in each Work Package can be 

interpreted to mean that any part of the 

Work Package can be deviated from at 

the discretion of the operator, using the 

accepted procedures in the service 

information. 

The FAA notes that Boeing’s intention 

in including the multiple Work 

Packages, and the FAA’s intention in 

mandating them, is to provide flexibility 

to the operator in the sequence of 

performing the mandated corrective 

actions. Each Work Package can be 

implemented one at a time. Each Work 

Package is defined by a unique 

combination of Group, Configuration, 

Engine 1 or Engine 2, and LEFT or 

RIGHT Fan Cowl descriptors. All of the 

Work Packages do not apply to every 

affected airplane. 

The FAA further notes that both 

Boeing Special Attention Service 

Bulletin 737–71–1911 and 

Requirements Bulletin 737–71–1911 RB 

are consistent in their ‘‘RC: Start’’ and 

‘‘RC: End’’ designations, which clearly 

delineate those Required Actions that 

are mandated by this AD. The 

instructions outside of the ‘‘RC: Start’’ 

and ‘‘RC: End’’ steps can be used to 

accomplish the required actions, but the 

AD does not authorize operators to use 

them as alternatives to the required 

actions. Where the service information 

specifies to ‘‘refer to’’ a recommended 

procedure, and only for those steps, 

operators may use an accepted 

alternative procedure. 

The FAA has added paragraph (i) to 

this AD to provide credit for the 

previous accomplishment of Boeing 

Special Attention Requirements Bulletin 

737–71–1911 RB, dated November 26, 

2019. 

Request for Clarification on the Correct 

Number of Safety Markers 

American Airlines asked if the FAA 

requires a certain number of safety 

markers on SDOS part number (P/N) 

BOE–2001–901J units that have been 

changed from SDOS P/N BOE–2001– 

901H units. The AD requires that two 

P/N 12299 safety markers be installed 

on the SDOS actuator outer tube (cowl 

door side) if they are not already 

installed, but the commenter noted that 

there could be a third safety marker, P/ 

N BOE–2001–713, already installed. 

The FAA notes that an operator can 

comply with this AD by installing either 

(1) a P/N BOE–2001–901J actuator with 

its two original safety markers, or (2) a 

P/N BOE–2001–901H actuator that has 

been converted to a P/N BOE–2001–901J 

actuator with two new safety markers, 

with or without a third marker. The 

FAA has not changed this AD regarding 

this request. 

Request for Clarification on Newly 

Delivered Airplanes 

American Airlines requested 

clarification on whether the operator 

would need to request an AMOC for the 

newly delivered airplanes that already 

have the SDOS part number BOE–2001– 

901J. The commenter noted that 

paragraph (g) of the proposed AD did 

not include Boeing Special Attention 

Requirements Bulletin 737–71–1911 RB, 

Revision 1, dated September 10, 2020. 

The FAA notes that AMOCs will not 

be necessary for airplanes that are newly 

delivered with the P/N BOE–2001–901J 

SDOS actuator installed. As previously 

explained, paragraph (g) of this AD has 

been updated to include Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB, Revision 1, dated 

September 10, 2020, which includes a 

revised effectivity list. No further 

change to this AD is necessary. 

Request for Change to the Airplane 

Applicability 

American Airlines and United 

Airlines requested that paragraph (c) of 

the proposed AD be amended to be 

limited to airplanes identified in the 

Effectivity section of Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB. As an alternative, 

American Airlines requested that a subparagraph be added to paragraph (h) of 

the proposed AD to state that a review 

of maintenance and delivery records can 

be used to determine the installed SDOS 

actuator part number, provided the 

SDOS part number can be definitively 

determined from the records check. 

The FAA notes that paragraph (c) of 

this AD now includes all Boeing Model 

737 airplanes powered by LEAP–1B 

engines. Paragraph (g) of this AD now 

mandates Boeing Special Attention 

Requirements Bulletin 737–71–1911 RB, 

Revision 1, dated September 10, 2020. 

Because all Model 737 airplanes 

powered by LEAP–1B engines have 

engine fan cowls that, due to the 

rotability of the affected parts, are 

subject to the same SDOS actuator issue, 

paragraph (j) of this AD now prohibits 

the installation of SDOS actuators 

having part numbers BOE–2001–901F 

and BOE–2001–901H on all Model 737 

airplanes powered by LEAP–1B engines. 

Request To Allow Use of Alternative 

Lockwire 

American Airlines requested that the 

FAA allow use of .040 lockwire for the 

lock wire specified in steps 1(b) and 2(b) 

of the Accomplishment Instructions of 

Boeing Special Attention Service 

Bulletin 737–71–1911, dated November 

26, 2019. American Airlines noted that 

the .040 lockwire is more common and 

readily available than .041 lockwire and 

would provide an equivalent level of 

safety. American Airlines expressed 

concern that if the FAA interpreted use 

of .041 lockwire as an RC step, the .040 

lockwire could easily be mistakenly 

used due to the similarity to the .041 

lockwire. The commenter requested that 

the FAA include an exception regarding 

this issue if appropriate. 

The FAA notes that for the purposes 

of the SDOS actuator, .040 lockwire will 

function the same as .041 lockwire. The 

FAA further notes that Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB, Revision 1, dated 

September 10, 2020, does not specify 

the use of lockwire in an RC step. 

Therefore, no change to this AD is 

necessary as a result of this comment. 

Request To Change Description of the 

Incidents Prompting This AD 

Boeing requested an update to the 

SUMMARY and Discussion sections of 

the NPRM, and paragraph (e) of the 

proposed AD, to clarify that there were 

two different causes and corrective 

actions. 

The FAA agrees and has revised the 

Summary, Background, and paragraph 

(e) of this AD to delineate the two 

corrective actions. The Background 

section of this final rule describes in 

detail the two incidents and how each 

resulted in the actuator’s sudden and 

hazardous extension. To address the 

cause of each incident, this AD requires 

two actions, both of which are 

unchanged from the NPRM: (1) 

Replacing each affected SDOS actuator 

with a new SDOS actuator, and (2) 

verifying that new safety markers are 

installed in the proper locations. 


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Request To Update the Number of 

Affected U.S. Airplanes 

Boeing stated that the number of 

affected U.S.-registered airplanes 

identified in the Costs of Compliance 

section depends on whether the NPRM 

covers only the SDOS attachment issue 

(in which case Boeing stated the number 

is correct), or also covers the safety 

marker issue (in which case Boeing 

stated an additional 240 airplanes 

would be affected). 

The FAA notes that since this AD 

addresses both the SDOS actuator 

attachment issue and the safety marker 

issue, both types of affected SDOS 

actuators must be replaced, resulting in 

an additional 240 U.S.-registered 

airplanes that would be affected. The 

estimated cost for this AD has been 

updated to reflect a total of 400 U.S.- 

registered airplanes. 

Request To Revise Cost Estimate 

Boeing requested that the FAA revise 

the Costs of Compliance section of the 

NPRM to correct the labor cost 

calculation to $425 per airplane. 

The FAA agrees that the NPRM 

provided an incorrect estimate for the 

number of work-hours to replace the 

SDOS actuators. The FAA has revised 

the costs accordingly in this final rule. 

Request To Modify the Affected Part 

Without Removal 

Southwest Airlines requested 

clarification as to whether the SDOS 

actuator part number BOE–2001–901H 

can be changed on wing to part number 

BOE–2001–901J using the General 

Aerospace Service Bulletin BOE–2001– 

901–71–01 referenced in the Boeing 

Special Attention Service Bulletin 737– 

71–1911, Revision 1, dated September 

10, 2020. Southwest Airlines stated that 

it believes it is possible to do so. 

The FAA notes that neither General 

Aerospace Service Bulletin BOE–2001– 

901–71–01, which is referenced in 

Boeing Special Attention Service 

Bulletin 737–71–1911, nor Boeing 

Special Attention Requirements Bulletin 

737–71–1911 RB, Revision 1, both dated 

September 10, 2020, requires removing 

the SDOS actuator before applying the 

safety markers. No change to this final 

rule is necessary as a result of this 

comment. 

Request To Clarify the Need for 

Ongoing Inspections 

Southwest Airlines asked whether the 

FAA was developing a requirement for 

ongoing inspections to make sure the 

safety markers are still present. The 

commenter stated that Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB, dated November 26, 2019, 

does not mention inspecting for safety 

markers after the initial compliance. 

The FAA notes that proper 

installation of the safety markers is 

intended to be permanent; therefore, no 

repetitive inspections of the safety 

marker installation are necessary. 

Because all Model 737 airplanes 

powered by LEAP–1B engines have 

engine fan cowls that, due to parts 

rotability, are subject to reinstallation of 

affected SDOS actuators, those airplanes 

are subject to the requirements of 

paragraph (j) of this AD, which prohibits 

the installation of SDOS actuators 

having part numbers BOE–2001–901F 

and BOE–2001–901H. The FAA has not 

changed this AD as a result of the 

comment. 

Request To Include Instructions for 

Examination of Spare Parts 

United Airlines requested 

clarification of actions required for 

spare parts. The commenter asserted 

that spare parts should be handled in 

the same manner as parts found 

installed on the aircraft once they are 

removed and that Paragraph 3.B., Work 

Instructions, provided in the Boeing 

Special Attention Service Bulletin 737– 

71–1911, dated November 26, 2019, are 

intended to be performed at an aircraft 

level with some steps not being 

applicable. 

The FAA disagrees and has not 

changed the AD with regard to this 

request. ADs in general do not apply 

directly to spare parts because under 14 

CFR part 39, ADs are legally enforceable 

rules that apply only to products such 

as airplanes, and not to parts that are 

not installed on an airplane. The FAA 

can, by AD, prohibit or condition the 

installation of a part on a product. This 

AD prohibits the installation of SDOS 

actuators having part numbers BOE– 

2001–901F and BOE–2001–901H. 

However, the FAA notes that Boeing 

Special Attention Service Bulletin 737– 

71–1911, Revision 1, dated September 

10, 2020, includes non-mandatory 

information on how to contact General 

Aerospace for shipping instructions for 

SDOS actuator part number BOE–2001– 

901F, although this AD does not require 

the return of any parts. Further, the 

BOE–2001–901H SDOS actuators can be 

changed to BOE–2001–901J SDOS 

actuators. 

Conclusion 

The FAA reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 

final rule with the changes described 

previously and minor editorial changes. 

The FAA has determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM for 

addressing the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

The FAA also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this final rule. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Special 

Attention Requirements Bulletin 737– 

71–1911 RB, Revision 1, dated 

September 10, 2020. This service 

information describes procedures for 

replacing each affected SDOS actuator 

with a new SDOS actuator and verifying 

that safety markers are installed. 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. 

Costs of Compliance 

The FAA estimates that this AD 

affects 400 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS FOR REQUIRED ACTIONS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Replace SDOS actuator ................................. 5 work-hours × $85 per hour = $425 ............. * $ * $425 * $170,000 

* The FAA has received no definitive data that would enable the agency to provide parts cost estimates for the actions specified in this proposed AD. 


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The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some or all 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected persons. 

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 

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) Will not affect intrastate aviation 

in Alaska, and 

(3) 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: 

2021–13–18 The Boeing Company: 

Amendment 39–21623; Docket No. FAA– 

2020–0333; Product Identifier 2020–NM– 

015–AD. 

(a) Effective Date 

This AD is effective September 3, 2021. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 737 airplanes powered by 

LEAP–1B engines, certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 71, Powerplant. 

(e) Unsafe Condition 

This AD was prompted by reports of 

inadvertent release of the spring energy of 

certain spring door opening system (SDOS) 

actuators. The FAA is issuing this AD to 

address possible separation of the SDOS 

actuator and visual obstruction of the SDOS 

actuator safety marker, which, during 

maintenance, can cause injury to 

maintenance personnel or damage to the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

For airplanes identified in Boeing Special 

Attention Requirements Bulletin 737–71– 

1911 RB, Revision 1, dated September 10, 

2020: At the applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Special 

Attention Requirements Bulletin 737–71– 

1911 RB, Revision 1, dated September 10, 

2020, except as specified by paragraph (h) of 

this AD, do all applicable actions identified 

in, and in accordance with, the 

Accomplishment Instructions of Boeing 

Special Attention Requirements Bulletin 

737–71–1911 RB, Revision 1, dated 

September 10, 2020. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Special Attention 

Service Bulletin 737–71–1911, Revision 1, 

dated September 10, 2020, which is referred 

to in Boeing Special Attention Requirements 

Bulletin 737–71–1911 RB, Revision 1, dated 

September 10, 2020. 

(h) Exception to Service Information 

Specifications 

Where Boeing Special Attention 

Requirements Bulletin 737–71–1911 RB, 

Revision 1, dated September 10, 2020, uses 

the phrase ‘‘the original issue date of 

Requirements Bulletin 737–71–1911 RB,’’ 

this AD requires using ‘‘the effective date of 

this AD.’’ 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Special 

Attention Requirements Bulletin 737–71– 

1911 RB, dated November 26, 2019. 

(j) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install on any airplane an SDOS 

actuator having part number BOE–2001–901F 

or BOE–2001–901H. 

(k) 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 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 (l) 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. 

(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. 

(l) Related Information 

For more information about this AD, 

contact Rose Len, Aerospace Engineer, 

Propulsion Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des Moines, 

WA 98198; phone and fax: 206–231–3604; 

email: rose.len@faa.gov. 

(m) 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 Special Attention Requirements 

Bulletin 737–71–1911 RB, Revision 1, dated 

September 10, 2020. 

(ii) [Reserved] 

(3) 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. 

(4) You may view this service information 

at the FAA, Airworthiness Products Section, 


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40932 Federal Register / Vol. 86, No. 144 / Friday, July 30, 2021 / Rules and Regulations 

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. 

(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, 

email fedreg.legal@nara.gov, or go to: https:// 

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

Issued on June 18, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–16174 Filed 7–29–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0193; Project 

Identifier MCAI–2020–01612–T; Amendment 

39–21585; AD 2021–11–23] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Airbus SAS Model A350–941 and –1041 

airplanes. This AD was prompted by a 

determination that new or more 

restrictive airworthiness limitations are 

necessary. This AD requires revising the 

existing maintenance or inspection 

program, as applicable, to incorporate 

new or more restrictive airworthiness 

limitations, as specified in a European 

Union Aviation Safety Agency (EASA) 

AD, which is incorporated by reference. 

This AD also requires, for certain 

airplanes, an update of the hydraulic 

monitoring system to include additional 

redundancy. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective September 3, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 3, 2021. 

ADDRESSES: For EASA material 

incorporated by reference (IBR) in this 

AD, contact the EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

www.easa.europa.eu. You may find this 

IBR material on the EASA website at 

https://ad.easa.europa.eu. For Airbus 

SAS service information identified in 

this AD, contact Airbus SAS, 

Airworthiness Office—EAL, Rond-Point 

Emile Dewoitine No: 2, 31700 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

continued-airworthiness.a350@

airbus.com; internet http://

www.airbus.com. You may view this 

IBR material 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 in 

the AD docket on the internet at https:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0193. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0193; 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 final rule, 

any comments received, and other 

information. The address for Docket 

Operations is 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: 

Kathleen Arrigotti, Aerospace Engineer, 

Large Aircraft Section, International 

Validation Branch, FAA, 2200 South 

216th St., Des Moines, WA 98198; 

telephone and fax 206–231–3218; 

Kathleen.Arrigotti@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The EASA, which is the Technical 

Agent for the Member States of the 

European Union, has issued EASA AD 

2020–0268, dated December 4, 2020 

(EASA AD 2020–0268) (also referred to 

as the Mandatory Continuing 

Airworthiness Information, or the 

MCAI), to correct an unsafe condition 

for all Airbus SAS Model A350–941 and 

–1041 airplanes. EASA AD 2020–0268 

refers to Airbus A350 Airworthiness 

Limitations Section (ALS), Part 5, ‘‘Fuel 

Airworthiness Limitations (FAL),’’ 

Revision 04, dated May 29, 2020; and 

Airbus A350 ALS Part 5, ‘‘Fuel 

Airworthiness Limitations (FAL),’’ 

Variation 4.1, dated September 15, 2020. 

Airplanes with an original airworthiness 

certificate or original export certificate 

of airworthiness issued after September 

15, 2020, must comply with the 

airworthiness limitations specified as 

part of the approved type design and 

referenced on the type certificate data 

sheet; this AD therefore does not 

include those airplanes in the 

applicability. 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Airbus SAS Model 

A350–941 and –1041 airplanes. The 

NPRM published in the Federal 

Register on March 26, 2021 (86 FR 

16117). The NPRM was prompted by a 

determination that new or more 

restrictive airworthiness limitations are 

necessary. The NPRM proposed to 

require revising the existing 

maintenance or inspection program, as 

applicable, to incorporate new or more 

restrictive airworthiness limitations, as 

specified in EASA AD 2020–0268. The 

NPRM also proposed to require, for 

certain airplanes, an update of the 

hydraulic monitoring system to include 

additional redundancy. 

The FAA is issuing this AD to address 

the overheat failure mode of the 

hydraulic engine-driven pump (EDP), 

which may cause a fast temperature rise 

of the hydraulic fluid, and, if combined 

with an inoperative fuel tank inerting 

system, could lead to an uncontrolled 

overheat of the hydraulic fluid, possibly 

resulting in ignition of the fuel-air 

mixture of the affected fuel tank. See the 

MCAI for additional background 

information. 

Comments 

The FAA gave the public the 

opportunity to participate in developing 

this final rule. The FAA has considered 

the comment received. The Air Line 

Pilots Association, International (ALPA) 

stated that it supports the NPRM. 

Conclusion 

The FAA reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this 

final rule as proposed, except for minor 

editorial changes. The FAA has 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM for 

addressing the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2020–0268 describes new 

or more restrictive airworthiness 

limitations related to fuel tank ignition 


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