Proposed Rule2022-13203
Airworthiness Directives; The Boeing Company Airplanes
Primary source
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Published
June 22, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA proposes to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300, 777- 300ER, and 777F series airplanes. This proposed AD was prompted by reports of wing anti-ice (WAI) valve failure that can result in undetected structural damage to leading edge (LE) slat assemblies, and separately a failure of the autothrottle (A/T) to disconnect after advancing the throttle levers, which caused a low speed condition during a go-around. This proposed AD was also prompted by a determination that insufficient low-speed protection exists in the 777 fleet and a determination that the flightcrew may not recognize and properly respond to a multi-channel unreliable airspeed event. This proposed AD would require installing certain new software, and doing a software configuration check. The FAA is proposing this AD to address the unsafe conditions on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 119 (Wednesday, June 22, 2022)</title>
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[Federal Register Volume 87, Number 119 (Wednesday, June 22, 2022)]
[Proposed Rules]
[Pages 37249-37252]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-13203]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0598; Project Identifier AD-2021-01322-T]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain The Boeing Company Model 777-200, 777-200LR, 777-300, 777-
300ER, and 777F series airplanes. This proposed AD was prompted by
reports of wing anti-ice (WAI) valve failure that can result in
undetected structural damage to leading edge (LE) slat assemblies, and
separately a failure of the autothrottle (A/T) to disconnect after
advancing the throttle levers, which caused a low speed condition
during a go-around. This proposed AD was also prompted by a
determination that insufficient low-speed protection exists in the 777
fleet and a determination that the flightcrew may not recognize and
properly respond to a multi-channel unreliable airspeed event. This
proposed AD would require installing certain new software, and doing a
software configuration check. The FAA is proposing this AD to address
the unsafe conditions on these products.
DATES: The FAA must receive comments on this proposed AD by August 8,
2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="https://www.regulations.gov">https://www.regulations.gov</a>. Follow the instructions for submitting comments.
<bullet> Fax: 202-493-2251.
<bullet> 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.
<bullet> Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
[[Page 37250]]
For service information identified in this NPRM, 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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may
view this referenced 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 at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by searching for and locating Docket No. FAA-2022-
0598.
Examining the AD Docket
You may examine the AD docket at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No. FAA-2022-0598; 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 NPRM, any comments
received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Hassan Ibrahim, Aerospace Engineer,
Systems and Equipment Section, FAA, Seattle ACO Branch, 2200 South
216th St., Des Moines, WA 98198; phone and fax: 206-231-3653; email:
<a href="/cdn-cgi/l/email-protection#234b425050424d0d4e0d4a4151424b4a4e634542420d444c55"><span class="__cf_email__" data-cfemail="dbb3baa8a8bab5f5b6f5b2b9a9bab3b2b69bbdbabaf5bcb4ad">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2022-0598; Project Identifier
AD-2021-01322-T'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
<a href="https://www.regulations.gov">https://www.regulations.gov</a>, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to
Hassan Ibrahim, Aerospace Engineer, Systems and Equipment Section, FAA,
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone
and fax: 206-231-3653; email: <a href="/cdn-cgi/l/email-protection#e78f8694948689c98ac98e8595868f8e8aa7818686c9808891"><span class="__cf_email__" data-cfemail="1e767f6d6d7f70307330777c6c7f7677735e787f7f30797168">[email protected]</span></a>. Any commentary
that the FAA receives which is not specifically designated as CBI will
be placed in the public docket for this rulemaking.
Background
The FAA has received reports of WAI valve failure, and determined
that a specific aspect of the WAI system was not fully assessed by the
system safety analysis conducted during type certification. Fleet data
indicates, the WAI valve has failed to open in 50 unique events during
the period from November 2013 through March 2019. High temperature
bleed air (250-400 [deg]F) can unintentionally flow into the LE slat
assemblies due to mechanical failure of the WAI valve or an unintended
command from the airfoil and cowl ice protection system (ACIPS) control
card. This high temperature bleed air exposure, when the airplane is on
the ground and there is minimal airplane speed, can reduce the
structural capability of the slat such that affected structure may not
be able to withstand design limit load during the next flight cycle
(takeoff or landing). The revised software will monitor WAI valve
function and annunciate failures.
In addition, Boeing received a report that, during landing, after
the A/T had automatically changed to the IDLE A/T mode, the pilot
initiated a go-around by manually advancing the throttle levers to more
than 50 degrees throttle lever angle. During that incident, the A/T did
not disconnect due to advancing the throttle levers, and remained in
IDLE mode with the throttle levers automatically returning to an idle
setting when released, causing a low speed condition during the go-
around. Such a low speed condition can result in a low altitude stall
and potential impact with terrain.
Boeing developed new Airplane Information Management System 2
(AIMS-2) Block Point (BP) Version 17C software to address the WAI
system failures and A/T not disengaging. Before operators can install
AIMS-2 BP Version 17C software updates, if not done already, they must
install earlier BP versions of this software to ensure all required
software part numbers are installed. Those earlier versions were
released to address other unsafe conditions on the affected airplanes.
One earlier software update was prompted by an accident at San
Francisco International Airport on July 6, 2013 in which the airplane
deviated below the intended glideslope and impacted the seawall as it
crashed short of the runway. The subsequent investigation determined
that insufficient low-speed protection existed in the 777 fleet; AIMS-2
BP Version 17B was developed to expand the A/T system authority and
provide an earlier threshold for the low-airspeed alert. AIMS-2 BP V17B
inadvertently introduced the failure of the A/T to disconnect after
manual throttle advancement during go-around, which led to the
subsequent development of AIMS-2 BP V17C. Another concern addressed by
earlier software updates is the determination that inadequate
flightcrew recognition of, and response to, a multi-channel unreliable
airspeed event, can result in loss of control of the airplane.
These conditions, if not addressed, could result in undetected
failure of the WAI system and consequent high temperature bleed air
flowing into the LE slat assemblies, along with a low speed condition
on the ground, which could result in reduced structural integrity of
the slat and prevent continued safe flight and landing of the airplane.
In addition, the FAA is also issuing this AD to prevent failure of the
A/T to disconnect after advancing the throttle levers, or insufficient
low energy protection, which could result in controlled flight into
terrain, or a multi-channel unreliable airspeed event could result in
loss of control of the airplane.
FAA's Determination
The FAA is issuing this NPRM after determining that the unsafe
conditions described previously are likely to exist or develop on other
products of the same type design.
[[Page 37251]]
Related Service Information Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 777-31A0342 RB,
dated July 19, 2021. This service information specifies procedures for
installing new AIMS-2 BP Version 17C software, and doing a software
configuration check. For Groups 1, 2, and 3, this service information
also specifies concurrent actions (installation of AIMS-2 BP Version
17B software; installation of AIMS-2 and PlaneNet-2 systems; or
installation of AIMS-2 and software; depending on configuration).
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 ADDRESSES.
Proposed AD Requirements in This NPRM
This proposed AD would require accomplishing the actions specified
in the service information already described, except for any
differences identified as exceptions in the regulatory text of this
proposed AD. For information on the procedures and compliance times,
see this service information at <a href="https://www.regulations.gov">https://www.regulations.gov</a> by
searching for and locating Docket No. FAA-2022-0598.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 353 airplanes of U.S. registry. The FAA estimates the following
costs to comply with this proposed AD:
Estimated Costs *
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Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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Install AIMS-2 BP Version 17C 3 work-hours x $85 per Up to $13,140.... Up to $13,395.... Up to $4,728,435.
and do software check. hour = $255.
Install AIMS 2 BP Version 17B 3 work-hours x $85 per Up to $13,140.... Up to $13,395.... Up to $4,728,435.
(SB 777-31-0294). hour = $255.
Install AIMS-2 and PlaneNet-2 Up to 101 work-hours x Up to $13,140.... Up to $21,725.... Up to $7,668,925.
(SB 777-31-0331). $85 per hour = Up to
$8,585.
Install AIMS 2 and software (SB Up to 106 works-hours Up to $13,140.... Up to $22,150.... Up to $7,818,950.
777-21-0322). x $85 per hour = Up
to $9,010.
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* This parts cost is estimated to be the same for the concurrent actions as for the primary actions but the FAA
does not have any definitive data on which to base the parts cost.
The FAA has included all known costs in its cost estimate.
According to the manufacturer, however, some or all of the costs of
this proposed AD may be covered under warranty, thereby reducing the
cost impact on affected operators.
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
The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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:
The Boeing Company: Docket No. FAA-2022-0598; Project Identifier AD-
2021-01322-T.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by August 8, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 777-200, 777-200LR,
777-300, 777-300ER, and 777F series airplanes, certificated in any
category, as identified in Boeing Alert Requirements Bulletin 777-
31A0342 RB, dated July 19, 2021.
(d) Subject
Air Transport Association (ATA) of America Code 31, Instruments.
(e) Unsafe Condition
This AD was prompted by reports of wing anti-ice (WAI) valve
failure that can result in undetected structural damage to leading
edge (LE) slat assemblies, and separately a failure of the
autothrottle (A/T) to disconnect after advancing the throttle
levers, which caused a low speed condition during a go-around. This
AD was also prompted by a determination that insufficient low-speed
protection exists in the 777 fleet and a determination that the
flightcrew may not recognize and properly respond to a multi-
[[Page 37252]]
channel unreliable airspeed event. The FAA is issuing this AD to
prevent undetected failure of the WAI system and consequent high
temperature bleed air flowing into the LE slat assemblies, along
with a low speed condition on the ground, which could result in
reduced structural integrity of the slat and prevent continued safe
flight and landing of the airplane. The FAA is also issuing this AD
to prevent failure of the A/T to disconnect after advancing the
throttle levers, or insufficient low energy protection, which could
result in controlled flight into terrain, or a multi-channel
unreliable airspeed event could result in loss of control of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 777-31A0342 RB, dated July 19, 2021, do
all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-31A0342 RB, dated July 19, 2021.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
777-31A0342, dated July 19, 2021, which is referred to in Boeing
Alert Requirements Bulletin 777-31A0342 RB, dated July 19, 2021.
(h) Exceptions to Service Information Specifications
(1) Where the Compliance Time columns of the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
31A0342 RB, dated July 19, 2021, use the phrase ``the original issue
date of Requirements Bulletin 777-31A0342 RB,'' this AD requires
using ``the effective date of this AD.''
(2) Where Boeing Alert Requirements Bulletin 777-31A0342 RB
specifies contacting Boeing for instructions for upgrading certain
software: This AD requires doing the upgrade using a method approved
in accordance with the procedures specified in paragraph (i) of this
AD.
(3) Where the description in the Effectivity section of Boeing
Alert Requirements Bulletin 777-31A0342 RB defines Group 1 airplanes
as ``Airplanes with Airplane Information Management System (AIMS)-2
with service bulletin 777-31-0294 incorporated,'' this AD requires
using ``Airplanes with Airplane Information Management System
(AIMS)-2 with a requirement to incorporate service bulletin 777-31-
0294.''
(4) Where the description in the Effectivity section of Boeing
Alert Requirements Bulletin 777-31A0342 RB defines Group 2 airplanes
as ``Airplanes with AIMS-2 with service bulletin 777-31-0331
incorporated,'' this AD requires using ``Airplanes with AIMS-2 with
a requirement to incorporate service bulletin 777-31-0331.''
(5) Where the description in the Effectivity section of Boeing
Alert Requirements Bulletin 777-31A0342 RB defines Group 3 airplanes
as ``Airplanes with AIMS-2 with service bulletin 777-31-0332
incorporated,'' this AD requires using ``Airplanes with AIMS-2 with
a requirement to incorporate service bulletin 777-31-0332.''
(i) 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 responsible Flight Standards 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 (j)(1) of this AD. Information may be
emailed to: <a href="/cdn-cgi/l/email-protection#a59c88e4ebe888f6c0c4d1d1c9c088e4e6ea88e4e8eae688f7c0d4d0c0d6d1d6e5c3c4c48bc2cad3"><span class="__cf_email__" data-cfemail="172e3a56595a3a44727663637b723a5654583a565a58543a45726662726463645771767639707861">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards 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.
(j) Related Information
(1) For more information about this AD, contact Hassan Ibrahim,
Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des Moines, WA 98198; phone and fax:
206-231-3653; email: <a href="/cdn-cgi/l/email-protection#5a323b29293b347437743338283b3233371a3c3b3b743d352c"><span class="__cf_email__" data-cfemail="345c554747555a1a591a5d5646555c5d59745255551a535b42">[email protected]</span></a>.
(2) 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 <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may view this referenced 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.
Issued on June 1, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2022-13203 Filed 6-21-22; 8:45 am]
BILLING CODE 4910-13-P
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