AD 2013-11-14

Recurring final rule

Airworthiness Directives; The Boeing Company Airplanes

AD Number: 2013-11-14
Status: final_rule
Effective Date: July 19, 2013
Product Category: engine
Docket: Docket No. FAA-2012-1221
FR Citation: 78 FR 35749

Applicability

Type	Manufacturer	Model	Details
aircraft	Boeing	Various	Airworthiness Directives; The Boeing Company Airplanes

Unsafe Condition

Hydraulic fluid contamination (including contamination caused by hydraulic fluid in its liquid, vapor, and/or solid (coked) form) found in the strut forward dry bay, which could result in hydrogen embrittlement of the titanium forward engine mount bulkhead fittings, and consequent inability of the fittings to carry engine loads, resulting in engine separation. Hydraulic embrittlement also could cause a through-crack formation across the fittings through which an engine fire could breach into the strut, resulting in an uncontained strut fire.

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Required Actions

Repetitive general visual inspections of the strut forward dry bay for the presence of hydraulic fluid. Related investigative and corrective actions, including checking drain lines for blockage due to hydraulic fluid coking, and cleaning or replacing drain lines to allow drainage, if necessary.

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Compliance Time

Within 50 flight hours after the effective date of the AD.

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Affected Aircraft

The Boeing Company Model 777-200 and -300 series airplanes with Pratt & Whitney PW4000 series engines, specifically those that have accumulated approximately 9,900 to 29,000 flight cycles and 13,000 to 33,300 flight hours.

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Federal Register Abstract

We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of hydraulic fluid contamination (including contamination caused by hydraulic fluid in its liquid, vapor, and/or solid (coked) form) found in the strut forward dry bay. This AD requires repetitive general visual inspections of the strut forward dry bay for the presence of hydraulic fluid, and related investigative and corrective actions (including checking drain lines for blockage due to hydraulic fluid coking, and cleaning or replacing drain lines to allow drainage) if necessary. We are issuing this AD to detect and correct hydraulic fluid contamination of the strut forward dry bay, which could result in hydrogen embrittlement of the titanium forward engine mount bulkhead fittings, and consequent inability of the fittings to carry engine loads, resulting in engine separation. Hydraulic embrittlement also could cause a through-crack formation across the fittings through which an engine fire could breach into the strut, resulting in an uncontained strut fire.

Applicability Source Text

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(c) Applicability

    This AD applies to The Boeing Company Model 777-200 and -300 
series airplanes; certificated in any category; equipped with Pratt 
& Whitney PW4000 series engines; as identified in Boeing Special 
Attention Service Bulletin 777-54-0028, dated May 25, 2012.

Document Text

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[Federal Register Volume 78, Number 115 (Friday, June 14, 2013)]
[Rules and Regulations]
[Pages 35749-35752]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2013-13294]

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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2012-1221; Directorate Identifier 2012-NM-151-AD;
Amendment 39-17474; AD 2013-11-14]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 777-200 and -300 series airplanes. This AD was
prompted by reports of hydraulic fluid contamination (including
contamination caused by hydraulic fluid in its liquid, vapor, and/or
solid (coked) form) found in the strut forward dry bay. This AD
requires repetitive general visual inspections of the strut forward dry
bay for the presence of hydraulic fluid, and related investigative and
corrective actions (including checking drain lines for blockage due to
hydraulic fluid coking, and cleaning or replacing drain lines to allow
drainage) if necessary. We are issuing this AD to detect and correct
hydraulic fluid contamination of the strut forward dry bay, which could
result in hydrogen embrittlement of the titanium forward engine mount
bulkhead fittings, and consequent inability of the fittings to carry
engine loads, resulting in engine separation. Hydraulic embrittlement
also could cause a through-crack formation across the fittings through
which an engine fire could breach into the strut, resulting in an
uncontained strut fire.

DATES: This AD is effective July 19, 2013.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of July 19,
2013.

ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management, P.
O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000,
extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
You may review copies of the referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call 425-
227-1221.

[[Page 35750]]

Examining the AD Docket

You may examine the AD docket on the Internet at <a href="http://www.regulations.gov">http://www.regulations.gov</a>; or in person at the Docket Management Facility
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 address for the
Docket Office (phone: 800-647-5527) is Document Management Facility,
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: Kevin Nguyen, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6501; fax: 425-917-6590; email: <a href="/cdn-cgi/l/email-protection#82e9e7f4ebecacece5f7fbe7ecc2e4e3e3ace5edf4">[email&#160;protected]</a>.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM published in the Federal Register on December 4, 2012 (77 FR
71731). That NPRM proposed to require repetitive general visual
inspections of the strut forward dry bay for the presence of hydraulic
fluid, and related investigative and corrective actions if necessary.

Comments

We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(77 FR 71731, December 4, 2012) and the FAA's response to each comment.

Concurrence With NPRM (77 FR 71731, December 4, 2012)

Boeing concurred with the content of the NPRM (77 FR 71731,
December 4, 2012).

Request for Delegation of Repair Method Approval to Organization
Designation Authorization (ODA)

All Nippon Airways Co., Ltd., (ANA) requested that we delegate the
approval for a repair method to the Boeing ODA in order to minimize the
downtime of the airplane. ANA noted that paragraph (h)(2) of the NPRM
(77 FR 71731, December 4, 2012) requires repair in accordance with a
method approved by the Seattle Aircraft Certification Office, while the
service information states to contact Boeing for repairs.
We agree that approval of the repairs can be delegated to the
Boeing ODA for this AD. As stated in the NPRM (77 FR 71731, December 4,
2012), paragraph (i)(3) of the NPRM already specifies that an
alternative method of compliance (AMOC) may be used for any repair
required by this AD if it is approved by the Boeing Commercial
Airplanes ODA that has been authorized by the Manager, Seattle Aircraft
Certification Office, to make those findings. However, we have revised
paragraph (h)(2) of this AD to reference paragraph (i) of this AD for
repair approvals.

Request for Information

Mark Sokolow requested that we provide information on which
airplanes the hydraulic fluid contamination occurred, and on which
flights. The commenter quoted an Open Government Directive issued by
the Office of Management and Budget on December 8, 2009, (<a href="http://www.whitehouse.gov/sites/default/files/omb/assets/memoranda_2010/m10-06.pdf">http://www.whitehouse.gov/sites/default/files/omb/assets/memoranda_2010/m10-06.pdf</a>), which presented a 60-day timetable to ``respect the
presumption of openness by publishing information online.'' The author
of that directive reminded agencies that government has defined
guidelines as to the objectivity of information, which focuses on
whether the ``disseminated information is being presented in an
accurate, clear, complete and unbiased manner. This involves whether
the information is being presented within a proper context.
(Guidelines, 2001, p. 8459).''
We infer that the commenter is requesting information regarding
specific airplanes that originally exhibited the unsafe condition.
Boeing Special Attention Service Bulletin 777-54-0028, dated May 25,
2012, which is referenced in the NPRM (77 FR 71731, December 4, 2012),
identifies Model 777 airplanes that have accumulated approximately
9,900 to 29,000 flight cycles and 13,000 to 33,300 flight hours, as the
affected airplanes. However, individual operator data might be
considered proprietary; therefore, we do not publish individual
operator information of this type in ADs. No change has been made to
this AD in this regard.

Request for Identification of Repairs

Mark Sokolow also requested that we delineate mechanical repairs
that can be completed to stop the hydraulic fluid contamination.
We note that, at this time, a terminating action is not available.
The manufacturer is currently working on a terminating action; however,
the required inspections and any necessary cleaning or drain line
replacement adequately addresses the unsafe condition. If a terminating
action becomes available, we might consider further rulemaking at that
time. No change has been made to the AD in this regard.

Clarification of Terminology

We have determined that an explanation of hydraulic fluid
contamination is needed for clarification purposes in this AD.
Hydraulic fluid contamination includes, but is not limited to,
contamination caused by hydraulic fluid in its liquid, vapor, and/or
solid (coked) form. Hydraulic fluid in any of these forms can be a
contaminant to the structure and its coating (primer, paint, leveling
compound, sealant, etc.) in the strut forward dry bay. Boeing has
confirmed that ``hydraulic fluid contamination'' used in the service
information is understood to be contamination caused by hydraulic fluid
in its liquid, vapor, and/or solid (coked) form. We have added this
clarification to the Summary section of the AD preamble and to
paragraphs (e) and (g) of this AD.

Clarification of Related Investigative and Corrective Actions

We have included the parenthetical phrase, ``including checking
drain lines for blockage due to hydraulic fluid coking, and cleaning or
replacing drain lines to allow drainage'' to clarify the related
investigative and corrective actions specified in paragraph (g) of this
AD. Hydraulic fluid can enter the dry bay through the condensate drain
line which connects to the system disconnect box drain lines. The
system disconnect box drain hose can clog due to hydraulic fluid coking
in the drain lines, which allows hydraulic fluid to back up into the
strut forward dry bay through the condensate drain line. Although the
NPRM (77 FR 71731, December 4, 2012) describes these actions, we want
to emphasize the importance of these actions by including them in the
final rule.

Correction to Paragraph (c) of This AD

We have corrected the series designation of the engine to Pratt &
Whitney ``PW4000'' series engines in paragraph (c) of this AD.

Conclusion

We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously

[[Page 35751]]

and minor editorial changes. We have determined that these minor
changes:
<bullet> Are consistent with the intent that was proposed in the
NPRM (77 FR 71731, December 4, 2012) for correcting the unsafe
condition; and
<bullet> Do not add any additional burden upon the public than was
already proposed in the NPRM (77 FR 71731, December 4, 2012).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

We estimate that this AD affects 55 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:

Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Repetitive general visual 5 work-hours x $85 $0 $425 per inspection $23,375 per
inspections. per hour = $425 cycle. inspection cycle.
per inspection
cycle.
----------------------------------------------------------------------------------------------------------------

We estimate the following costs to do any actions that would be
required based on the results of the inspection. We have no way of
determining the number of aircraft that might need these actions.

On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Detailed inspection........................... 8 work-hours x $85 per hour = $0 $680
$680.
Check drain lines (including cleaning or 5 work-hours x $85 per hour = 0 425
replacing). $425.
Detailed inspection and high frequency eddy 8 work-hours x $85 per hour = 0 680
current inspection. $680.
Clean and restore sealant, primer and leveling 8 work-hours x $85 per hour = 0 680
compound. $680.
----------------------------------------------------------------------------------------------------------------

We have received no definitive data that would enable us to provide
a cost estimate for the on-condition repair specified in this AD.
According to the manufacturer, some of the costs of this AD may be
covered under warranty, thereby reducing the cost impact on affected
individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.

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

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.

Sec. 39.13 [Amended]

0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):

2013-11-14 The Boeing Company: Amendment 39-17474; Docket No. FAA-
2012-1221; Directorate Identifier 2012-NM-151-AD.

(a) Effective Date

This AD is effective July 19, 2013.

(b) Affected ADs

None.

This AD applies to The Boeing Company Model 777-200 and -300
series airplanes; certificated in any category; equipped with Pratt
& Whitney PW4000 series engines; as identified in Boeing Special
Attention Service Bulletin 777-54-0028, dated May 25, 2012.

(d) Subject

Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 54, Nacelles/pylons.

[[Page 35752]]

(e) Unsafe Condition

This AD was prompted by reports of hydraulic fluid contamination
(including contamination caused by hydraulic fluid in its liquid,
vapor, and/or solid (coked) form) found in the strut forward dry
bay. We are issuing this AD to detect and correct hydraulic fluid
contamination of the strut forward dry bay, which could result in
hydrogen embrittlement of the titanium forward engine mount bulkhead
fittings, and consequent inability of the fittings to carry engine
loads, resulting in engine loss. Hydraulic embrittlement also could
cause a through-crack formation across the fittings through which an
engine fire could breach into the strut, resulting in an uncontained
strut fire.

(f) Compliance

Comply with this AD within the compliance times specified,
unless already done.

(g) Inspection

Except as provided by paragraph (h)(1) of this AD, at the times
specified in paragraph 1.E., ``Compliance,'' of Boeing Special
Attention Service Bulletin 777-54-0028, dated May 25, 2012: Do a
general visual inspection for hydraulic fluid contamination
(including contamination caused by hydraulic fluid in its liquid,
vapor, and/or solid (coked) form) of the interior of the strut
forward dry bay, and do all applicable related investigative and
corrective actions (including checking drain lines for blockage due
to hydraulic fluid coking, and cleaning or replacing drain lines to
allow drainage) if necessary, in accordance with the Accomplishment
Instructions of Boeing Special Attention Service Bulletin 777-54-
0028, dated May 25, 2012, except as required by paragraph (h)(2) of
this AD. Repeat the inspection thereafter at the times specified in
paragraph 1.E., ``Compliance,'' of Boeing Special Attention Service
Bulletin 777-54-0028, dated May 25, 2012. Except as required by
paragraph (h)(3) of this AD, do all applicable related investigative
and corrective actions at the times specified in paragraph 1.E.,
``Compliance,'' of Boeing Special Attention Service Bulletin 777-54-
0028, dated May 25, 2012.

(h) Exceptions to the Service Information

(1) Where the Compliance time column of paragraph 1.E.,
``Compliance,'' of Boeing Service Bulletin 777-54-0028, dated May
25, 2012, refers to the compliance time ``after the original issue
date of this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(2) Where Boeing Special Attention Service Bulletin 777-54-0028,
dated May 25, 2012, specifies to contact Boeing for repair: Except
as required by paragraph (h)(3) of this AD, at the applicable times
specified in paragraph 1.E., ``Compliance,'' of Boeing Special
Attention Service Bulletin 777-54-0028, dated May 25, 2012, repair,
using a method approved in accordance with the procedures specified
in paragraph (i) of this AD.
(3) Where paragraph 1.E., ``Compliance,'' of Boeing Special
Attention Service Bulletin 777-54-0028, dated May 25, 2012,
specifies a compliance time of ``within 25 flight-cycles or 10 days,
whichever occurs first,'' this AD requires compliance within 25
flight cycles or 10 days after the most recent inspection required
by paragraph (g) of this AD, whichever occurs first.

(i) Alternative Methods of Compliance (AMOCs)

(1) The Manager, Seattle Aircraft Certification Office (ACO),
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 ACO, send it to the
attention of the person identified in the Related Information
section of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#90a9bdd1deddbdc3f5f1e4e4fcf5bdd1d3dfbdd1dddfd3bdc2f5e1e5f5e3e4e3d0f6f1f1bef7ffe6">[email&#160;protected]</a>.
(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 required by this AD if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO, to make
those findings. For a repair method to be approved, the repair must
meet the certification basis of the airplane, and the approval must
specifically refer to this AD.

(j) Related Information

For more information about this AD, contact Kevin Nguyen,
Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, Seattle
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA
98057-3356; phone: 425-917-6501; fax: 425-917-6590; email:
<a href="/cdn-cgi/l/email-protection#3f545a4956511151584a465a517f595e5e11585049">[email&#160;protected]</a>.

(k) 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 Service Bulletin 777-54-0028, dated
May 25, 2012.
(ii) Reserved.
(3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P. O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
(4) You may view this service information at FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
(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, call 202-741-6030, or go to: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">http://www.archives.gov/federal-register/cfr/ibr-locations.html</a>.

Issued in Renton, Washington, on May 24, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-13294 Filed 6-13-13; 8:45 am]
BILLING CODE 4910-13-P

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