[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]



 ========================================================================
 Rules and Regulations
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains regulatory documents 
 having general applicability and legal effect, most of which are keyed 
 to and codified in the Code of Federal Regulations, which is published 
 under 50 titles pursuant to 44 U.S.C. 1510.
 
 The Code of Federal Regulations is sold by the Superintendent of Documents. 
 
 ========================================================================
 

  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.

-----------------------------------------------------------------------

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: 
[email protected].

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
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                  Action                                 Labor cost                 Parts cost        product
----------------------------------------------------------------------------------------------------------------
AFM revisions............................  1 work-hour x $85 per hour = $85.....              $0             $85
----------------------------------------------------------------------------------------------------------------

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.

BILLING CODE 4910-13-P
[GRAPHIC] [TIFF OMITTED] TR18JA19.000

BILLING CODE 4910-13-C

(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: [email protected].
    (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: [email protected].

(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]
 BILLING CODE 4910-13-P