Airworthiness Directives; The Boeing Company Airplanes
| Published date | 18 January 2019 |
| Citation | 84 FR 129 |
| Record Number | 2019-00078 |
| Section | Rules and Regulations |
| Court | Federal Aviation Administration,Transportation Department |
Federal Register, Volume 84 Issue 13 (Friday, January 18, 2019)
[Federal Register Volume 84, Number 13 (Friday, January 18, 2019)]
[Rules and Regulations]
[Pages 129-132]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-00078]
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Rules and Regulations
Federal Register
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Federal Register / Vol. 84, No. 13 / Friday, January 18, 2019 / Rules
and Regulations
[[Page 129]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2018-1066; Product Identifier 2018-NM-176-AD; Amendment
39-19540; AD 2019-01-01]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: We are adopting a new airworthiness directive (AD) for The
Boeing Company Model 787-8 airplanes powered by Rolls-Royce plc (RR)
Trent 1000-A (including -A/01 and -A/01A), Trent 1000-AE (including -
AE/01A), Trent 1000-C (including -C/01 and -C/01A), Trent 1000-CE
(including -CE/01A), Trent 1000-D (including -D/01 and -D/01A), Trent
1000-E (including -E/01 and -E/01A), Trent 1000-G (including -G/01 and
-G/01A), and Trent 1000-H (including -H/01 and H/01A) turbofan engines.
This AD requires revising the airplane flight manual (AFM) to limit
extended operations (ETOPS). This AD was prompted by a report from the
engine manufacturer indicating that after an engine failure, prolonged
operation at high thrust settings on the remaining engine during an
ETOPS diversion may result in failure of the remaining engine before
the diversion can be safely completed. We are issuing this AD to
address the unsafe condition on these products.
DATES: This AD is effective February 4, 2019.
We must receive comments on this AD by March 4, 2019.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2018-
1066; 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, the regulatory evaluation, any comments received, and
other information. The street address for Docket Operations (phone:
800-647-5527) is in the ADDRESSES section. Comments will be available
in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Rebel Nichols, Aerospace Engineer,
Propulsion Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206-231-3556; email:
Rebel.Nichols@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued AD 2018-09-05, Amendment 39-19261 (83 FR 18208, April 26,
2018) (``AD 2018-09-05''), to address an unsafe condition identified on
Boeing Model 787-8 and 787-9 airplanes powered by RR Trent 1000 Package
C engines. The Package C engines are RR Trent 1000-A2, Trent 1000-AE2,
Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent
1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2
turbofan engines. AD 2018-09-05 was prompted by a report from the
engine manufacturer that intermediate pressure compressor (IPC) stage 2
blades have a resonant frequency that is excited by the airflow
conditions existing in the engine during operation at high thrust
settings under certain temperature and altitude conditions.
We determined that the resultant blade vibration can result in
cumulative fatigue damage that can cause blade failure and consequent
engine in-flight shutdown. In the event of a single engine in-flight
shutdown during the cruise phase of flight, thrust on the remaining
engine is normally increased to maximum continuous thrust (MCT). During
a diversion following a single engine shutdown under an ETOPS flight,
the remaining engine may operate at MCT for a prolonged period, during
which the IPC stage 2 blades would be exposed to the resonant frequency
condition. Therefore, an ETOPS diversion will put the remaining engine
at an operating condition that would significantly increase the
likelihood of failure of the remaining engine. In addition, if the
remaining engine already had cracked IPC stage 2 blades, the likelihood
of the remaining engine failing before a diversion can be safely
completed will further increase.
The issue associated with IPC blade vibration due to a resonant
frequency as described above was determined to exist on Boeing Model
787-8 airplanes powered by RR Trent 1000 Package B engines. The Package
B engines are RR Trent 1000-A (including -A/01 and -A/01A), Trent 1000-
AE (including -AE/01A), Trent 1000-C (including -C/01 and -C/01A),
Trent 1000-CE (including -CE/01A), Trent 1000-D (including -D/01 and -
D/01A), Trent 1000-E (including -E/01 and -E/01A), Trent 1000-G
(including -G/01 and -G/01A), and Trent 1000-H (including -H/01 and H/
01A) turbofan engines. The engine manufacturer assessed available data
and determined that the IPC blade vibration due to a resonant frequency
for the Package B engines is less severe than that for the Package C
engines, but it is still an unsafe condition that must be addressed by
AD action on Boeing Model 787-8 airplanes powered by the RR Trent 1000
Package B engines during an ETOPS diversion.
The Package B engines have been certified for installation on
Boeing Model 787-8 airplanes. Furthermore, Boeing Model 787-8 airplanes
have been certified for intermixed engine installation, where a Package
B engine is installed with a Package C or a Trent 1000-TEN engine, for
certain thrust ratings. The RR Trent 1000-TEN engines have a numeral
``3'' at the end of the model number (e.g., Trent 1000-
[[Page 130]]
AE3). When a 787-8 airplane has an intermix engine configuration where
a Package B engine is installed with a non-Package B engine, ETOPS
limitations associated with the non-Package B engine also apply. In
this case, the airplane must be operated in a manner that satisfies all
applicable ETOPS limitations.
FAA's Determination
We are issuing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
AD Requirements
This AD requires revising the AFM to limit ETOPS.
Interim Action
This AD is interim action. The manufacturer is currently developing
a modification that will address the unsafe condition identified in
this AD. Once this modification is developed, approved, and available,
we might consider additional rulemaking.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies waiving notice and comment prior to adoption of this rule
because after an engine failure, prolonged operation at high thrust
settings on the remaining engine during an ETOPS diversion may result
in failure of the remaining engine before the diversion can be safely
completed; unrecoverable thrust loss on both engines could lead to a
forced landing. Additionally, there are currently no domestic operators
of this product. We find good cause that notice and opportunity for
prior public comment are impracticable and unnecessary. In addition,
for the reasons stated above, we find that good cause exists for making
this amendment effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, we invite you to send any written data, views, or
arguments about this final rule. Send your comments to an address
listed under the ADDRESSES section. Include the docket number FAA-2018-
1066 and Product Identifier 2018-NM-176-AD at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this final rule. We will
consider all comments received by the closing date and may amend this
final rule because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this final rule.
Costs of Compliance
Currently, there are no affected U.S.-registered airplanes. If an
affected airplane is imported and placed on the U.S. Register in the
future, we provide the following cost estimates to comply with this AD:
Estimated Costs
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Cost per
Action Labor cost Parts cost product
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AFM revisions............................ 1 work-hour x $85 per hour = $85..... $0 $85
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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.
This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes and
associated appliances to the Director of the System Oversight Division.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
[[Page 131]]
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2019-01-01 The Boeing Company: Amendment 39-19540; Docket No. FAA-
2018-1066; Product Identifier 2018-NM-176-AD.
(a) Effective Date
This AD is effective February 4, 2019.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 787-8 airplanes,
certificated in any category, powered by Rolls-Royce plc (RR) Trent
1000-A (including -A/01 and -A/01A), Trent 1000-AE (including -AE/
01A), Trent 1000-C (including -C/01 and -C/01A), Trent 1000-CE
(including -CE/01A), Trent 1000-D (including -D/01 and -D/01A),
Trent 1000-E (including -E/01 and -E/01A), Trent 1000-G (including -
G/01 and -G/01A), and Trent 1000-H (including -H/01 and H/01A)
turbofan engines.
(d) Subject
Air Transport Association (ATA) of America Code 71, Power plant.
(e) Unsafe Condition
This AD was prompted by a report from the engine manufacturer
indicating that after an engine failure, prolonged operation at high
thrust settings on the remaining engine during an extended-operation
(ETOPS) diversion may result in failure of the remaining engine
before the diversion can be safely completed. We are issuing this AD
to address unrecoverable thrust loss on both engines, which could
lead to a forced landing.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Revision of Limitations Chapter in Airplane Flight Manual (AFM)
Within 7 days after the effective date of this AD, revise the
Certificate Limitations chapter of the applicable Boeing AFM Engine
Appendix by incorporating the information in figure 1 to paragraph
(g) of this AD. This may be accomplished by inserting a copy of this
AD into the AFM. When information identical to that in figure 1 to
paragraph (g) of this AD has been included in the Certificate
Limitations chapter of the general revisions of the AFM, the general
revisions may be inserted into the AFM, and the copy of this AD may
be removed from the AFM.
Note 1 to paragraph (g) of this AD: The Boeing AFM for the
aircraft affected by this AD is required to be furnished with the
aircraft, per 14 CFR 25.1581. Further, operators of the aircraft
affected by this AD must operate in accordance with the limitations
specified in the AFM, per 14 CFR 91.9.
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(h) 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 (i) 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 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
[[Page 132]]
AD if it is approved by the Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Seattle ACO Branch, 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.
(i) Related Information
For more information about this AD, contact Rebel Nichols,
Aerospace Engineer, Propulsion Section, FAA, Seattle ACO Branch,
2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-
3556; email: Rebel.Nichols@faa.gov.
(j) Material Incorporated by Reference
None.
Issued in Des Moines, Washington, on January 11, 2019.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft Certification Service.
[FR Doc. 2019-00078 Filed 1-17-19; 8:45 am]
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