Nachrichten für Luftfahrer 2017 Teil 2 (weicht ggf. von Druckversion ab)
Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2017-083 38144 Braunschweig
EASA AD 2017-0056 vom 05.04.2017 Fax: +49-531-2355-5298
email: ad@LBA.de
ROLLS-ROYCE 10.04.2017
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Flugmotor
Inhaber der Musterzulassung: Rolls-Royce plc
Hersteller: Rolls-Royce plc
Muster: Trent 1000
Baureihen: Trent 1000-A, Trent 1000-A2, Trent 1000-AE2, Trent 1000-C, Trent 1000-C2,
Trent 1000-CE2, Trent 1000-D, Trent 1000-D2, Trent 1000-E, Trent 1000-E2,
Trent 1000-G, Trent 1000-G2, Trent 1000-H, Trent 1000-H2, Trent 1000-J2,
Trent 1000-K2 und Trent 1000-L2
Werknummern: Alle
Diese Triebwerke sind in Boeing 787 Flugzeugen installiert, jedoch nicht auf
dieses Muster beschränkt.
Gerätenummer: EASA.E.036
Revisionsstand:
Originalausgabe
Airworthiness Directive der ausländischen Behörde:
EASA AD 2017-0056 vom 05.04.2017
Genannte Airworthiness Directives unter dieser Rubrik, die nicht durch die EASA herausgegeben worden sind,
wurden durch die EASA über die Entscheidung Nr. 02/2003 übernommen und sind somit ebenfalls Airworthiness
Directives der EASA.
Die genannte Airworthiness Directive wird im Luftfahrt-Bundesamt unter der Nummer 2017-083 geführt.
Betrifft:
(ATA 72) Engine - Intermediate Pressure Turbine Blades - Inspection / Replacement
Anmerkungen:
Gemäß M.A.303 und M.A.301 5.i) des Anhang I der Verordnung (EU) Nr. 1321/2014 (Teil-M) dürfen Luftfahr-
zeuge nach dem in der Lufttüchtigkeitsanweisung angegebenen Termin nur in Betrieb genommen werden,
wenn die angeordneten Maßnahmen ordnungsgemäß durchgeführt worden sind.
Die Europäische Agentur für Flugsicherheit (EASA) hat die oben referenzierte Lufttüchtigkeitsanweisung
EASA AD 2017-0056 vom 05.04.2017 herausgegeben oder per Entscheidung Nr. 02/2003 übernommen.
Gemäß § 14 Abs. 2 der Betriebsordnung für Luftfahrtgerät (LuftBO) sind diese Lufttüchtigkeitsanweisun-
gen direkt in der Bundesrepublik Deutschland gültig und bedürfen keiner Umsetzung durch das Luftfahrt-
Bundesamt.
Mit Hilfe dieser Übersichtsseite veröffentlicht das Luftfahrt-Bundesamt ebenfalls die über § 14 Abs. 2 direkt
gültigen Lufttüchtigkeitsanweisungen der EASA in den Nachrichten für Luftfahrer und im Internet unter
www2.LBA.de/LTAs/. Dieser Service dient reinen Informationszwecken und liegt keinem Verwaltungsver-
fahren zu Grunde. Rechtsmittel sind damit ausgeschlossen.
D-2017-083 Seite 1 von 1 135/2017
EASA AD No.: 2017-0056
Airworthiness Directive
AD No.: 2017-0056
Issued: 05 April 2017
Note: This Airworthiness Directive (AD) is issued by EASA, acting in accordance with Regulation
(EC) 216/2008 on behalf of the European Union, its Member States and of the European third
countries that participate in the activities of EASA under Article 66 of that Regulation.
This AD is issued in accordance with Regulation (EU) 748/2012, Part 21.A.3B. In accordance with Regulation (EU) 1321/2014 Annex I, Part M.A.301, the
continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which
an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by the Agency [Regulation (EU) 1321/2014 Annex I,
Part M.A.303] or agreed with the Authority of the State of Registry [Regulation (EC) 216/2008, Article 14(4) exemption].
Design Approval Holder’s Name: Type/Model designation(s):
ROLLS-ROYCE plc Trent 1000 Engines
Effective Date: 19 April 2017
TCDS Number(s): EASA.E.036
Foreign AD: Not applicable
Supersedure: None
ATA 72 – Engine – Intermediate Pressure Turbine Blades – Inspection / Replacement
Manufacturer(s):
Rolls-Royce plc (RR)
Applicability:
Trent 1000-A, Trent 1000-A2, Trent 1000-AE2, Trent 1000-C, Trent 1000-C2, Trent 1000-CE2,
Trent 1000-D, Trent 1000-D2, Trent 1000-E, Trent 1000-E2, Trent 1000-G, Trent 1000-G2,
Trent 1000-H, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2 and Trent 1000-L2 engines, all serial
numbers.
These engines are known to be installed on, but not limited to, Boeing 787 aeroplanes.
Reason:
During a recent flight of a Trent 1000-powered Boeing 787, following reports of N2 vibration and
multiple other messages, the flight crew performed an engine in-flight shut-down (IFSD) and
returned to the departure airport, landing uneventfully. The post-flight boroscope inspection of the
affected engine revealed an intermediate pressure (IP) turbine blade missing at the shank. This is
the fifth reported occurrence of an IP turbine blade failure on a Trent 1000 engine. The failures are
driven by sulphidation corrosion cracking.
This condition, if not detected and corrected, could lead to IP turbine blades shank release, possibly
resulting in an IFSD and consequent reduced control of the aeroplane.
TE.CAP.00110-005 © European Aviation Safety Agency. All rights reserved. ISO9001 Certified. Page 1 of 3
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
An agency of the European Union
EASA AD No.: 2017-0056
To address this potential unsafe condition, RR issued Alert Non-Modification Service Bulletin
(NMSB) TRENT 1000 72-AJ575 to provide instructions for engine removal from service when any IP
turbine blade with a high level of sulphidation exposure is identified by corrosion fatigue life (CFL)
model.
For the reason described above, this AD requires removal from service of certain engines, to be
corrected in shop.
Required Action(s) and Compliance Time(s):
Required as indicated, unless accomplished previously:
Note 1: Where, in this AD, reference is made to an RR NMSB with an ‘A’ (Alert) in the number, it
should be recognised that an earlier or later revision may not have that ‘A’. This kind of change does
not effectively alter the publication references for the purpose of this AD.
(1) From the effective date of this AD, within 80 engine flight cycles after receipt of an alert engine
health monitoring (EHM) notification (as shown in Figure 1 of this AD) from the RR Operational
Service Desk (OSD – see Note 2 of this AD), remove the affected engine from service.
Note 2: RR OSD manages the EHM process. CFL model is used to identify Trent 1000 engines that
are at risk of IP turbine blade failure. RR OSD will send an alert EHM notification containing the
wording as shown in Figure 1 of this AD.
Figure 1 – Alert EHM Notification
“Possible Causes
The latest run of the CFL model has highlighted the above engine as being at increased risk
of IP Turbine shank cracks as a result of sulphidation corrosion.
Reaction Time
80 flight cycles
Recommended Troubleshooting
The engine should be removed within a maximum of 80 flight cycles in accordance with
NMSB TRENT 1000 72-AJ575.”
(2) After removing an engine from service as required by paragraph (1) of this AD, contact RR (see
contact details in the Remarks section of this AD) for approved instructions and, before release
to service of the engine, accomplish those instructions accordingly.
Ref. Publications:
Rolls-Royce Alert NMSB TRENT 1000 72-AJ575 original issue, dated 29 November 2016.
The use of later approved revisions of this document is acceptable for compliance with the
requirements of this AD.
TE.CAP.00110-005 © European Aviation Safety Agency. All rights reserved. ISO9001 Certified. Page 2 of 3
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
An agency of the European Union
EASA AD No.: 2017-0056
Remarks:
1. If requested and appropriately substantiated, EASA can approve Alternative Methods of
Compliance for this AD.
2. This AD was posted on 01 February 2017 as PAD 17-016 for consultation until 01 March 2017.
The Comment Response Document can be found in the EASA Safety Publications Tool, in the
compressed (zipped) file attached to the record for this AD.
3. Enquiries regarding this AD should be referred to the EASA Safety Information Section,
Certification Directorate. E-mail: ADs@easa.europa.eu.
4. For any question concerning the technical content of the requirements in this AD, please
contact your designated Rolls-Royce representative, or download the publication from your
Rolls Royce Care account at https://customers.rolls-royce.com.
If you do not have a designated representative or Rolls Royce Care account, please contact
Corporate Communications at Rolls-Royce plc, P.O. Box 31, Derby, DE24 8BJ, United Kingdom
Telephone +44 (0)1332 242424,
or send an email through http://www.rolls-royce.com/contact/civil_team.jsp identifying the
correspondence as being related to Airworthiness Directives.
TE.CAP.00110-005 © European Aviation Safety Agency. All rights reserved. ISO9001 Certified. Page 3 of 3
Proprietary document. Copies are not controlled. Confirm revision status through the EASA-Internet/Intranet.
An agency of the European Union
Lufttüchtigkeitsanweisung Luftfahrt-Bundesamt
- Sachgebiet T23 -
D-2017-084 38144 Braunschweig
FAA AD 2017-06-14 - Amdt. 39-18838 Fax: +49-531-2355-5298
email: ad@LBA.de
BOEING 10.04.2017
Betroffenes Luftfahrtgerät:
Art des Luftfahrtgerätes: Flugzeug
Inhaber der Musterzulassung: The Boeing Company
Hersteller: The Boeing Company
Muster: BOEING 737
Baureihen: 737-300, 737-400 und 737-500
Werknummern: Gemäß Boeing Special Attention Service Bulletin (SB) 737-55-1059 Revision 1
vom 06.04.2016.
Gerätenummer: 2823, EASA.IM.A.120, FAA TCDS A16WE
Revisionsstand:
Originalausgabe
Airworthiness Directive der ausländischen Behörde:
FAA AD 2017-06-14 - Amdt. 39-18838
Genannte Airworthiness Directives unter dieser Rubrik, die nicht durch die EASA herausgegeben worden sind,
wurden durch die EASA über die Entscheidung Nr. 02/2003 übernommen und sind somit ebenfalls Airworthiness
Directives der EASA.
Die genannte Airworthiness Directive wird im Luftfahrt-Bundesamt unter der Nummer 2017-084 geführt.
Betrifft:
(ATA 55) Stabilizers - Horizontal Stabilizer Lower Skin - Inspection
Anmerkungen:
Gemäß M.A.303 und M.A.301 5.i) des Anhang I der Verordnung (EU) Nr. 1321/2014 (Teil-M) dürfen Luftfahr-
zeuge nach dem in der Lufttüchtigkeitsanweisung angegebenen Termin nur in Betrieb genommen werden,
wenn die angeordneten Maßnahmen ordnungsgemäß durchgeführt worden sind.
Die Europäische Agentur für Flugsicherheit (EASA) hat die oben referenzierte Lufttüchtigkeitsanweisung
FAA AD 2017-06-14 - Amdt. 39-18838 herausgegeben oder per Entscheidung Nr. 02/2003 übernommen.
Gemäß § 14 Abs. 2 der Betriebsordnung für Luftfahrtgerät (LuftBO) sind diese Lufttüchtigkeitsanweisun-
gen direkt in der Bundesrepublik Deutschland gültig und bedürfen keiner Umsetzung durch das Luftfahrt-
Bundesamt.
Mit Hilfe dieser Übersichtsseite veröffentlicht das Luftfahrt-Bundesamt ebenfalls die über § 14 Abs. 2 direkt
gültigen Lufttüchtigkeitsanweisungen der EASA in den Nachrichten für Luftfahrer und im Internet unter
www2.LBA.de/LTAs/. Dieser Service dient reinen Informationszwecken und liegt keinem Verwaltungsver-
fahren zu Grunde. Rechtsmittel sind damit ausgeschlossen.
D-2017-084 Seite 1 von 1 131/2017
[Federal Register Volume 82, Number 58 (Tuesday, March 28, 2017)]
[Rules and Regulations]
[Pages 15284-15287]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-05768]
––––––––––––––––––––––––––––––––––
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2016-9068; Directorate Identifier 2016-NM-067-AD; Amendment 39-18838;
AD 2017-06-14]
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 737-300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the
horizontal stabilizer lower skins. This AD requires inspections for cracking of the horizontal
stabilizer lower skin, and corrective actions if necessary; and also provides actions that would
terminate certain repetitive inspections. We are issuing this AD to address the unsafe condition on
these products.
DATES: This AD is effective May 2, 2017.
The Director of the Federal Register approved the incorporation by reference of a certain
publication listed in this AD as of May 2, 2017.
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 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. It is also available on the Internet at http://www.regulations.gov by searching for and
locating Docket No. FAA-2016-9068.
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-2016-9068; 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
1
Office (phone: 800-647-5527) is Docket 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: George Garrido, Aerospace Engineer, Airframe
Branch, ANM-120L, FAA, Los Angeles Aircraft Certification Office (ACO), 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5232; fax: 562-627-5210; email:
george.garrido@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD
that would apply to certain The Boeing Company Model 737-300, -400, and -500 series airplanes.
The NPRM published in the Federal Register on September 8, 2016 (81 FR 62022) (“the NPRM”).
The NPRM was prompted by reports of cracks in the horizontal stabilizer lower skins. The NPRM
proposed to require inspections for cracking of the horizontal stabilizer lower skin, including
repetitive inspections, as applicable, and corrective actions if necessary; and also proposed actions
that would terminate certain repetitive inspections. We are issuing this AD to detect and correct
cracks in horizontal stabilizer lower skins resulting in reduced local stiffness of the horizontal
stabilizer, which can cause heavy vibration leading to loss of structural integrity of the horizontal
stabilizer.
Comments
We gave the public the opportunity to participate in developing this AD. The following presents
the comments received on the NPRM and the FAA's response to each comment.
Support for the NPRM
Boeing expressed support for the NPRM.
Request To Revise Repair Instructions
All Nippon Airways (ANA) requested that we revise paragraphs (h)(1) and (h)(3) of the
proposed AD to state “repair common to the rear spar lower chord between station (STA) 83.50 and
STA 249.10,” instead of “repair.” ANA stated that there might be a repair installed on the lower skin
of the horizontal stabilizer that is not addressed in Boeing Special Attention Service Bulletin 737-55-
1059, Revision 1, dated April 6, 2016 (“SASB 737-55-1059 R1”). ANA explained that some
structural repair manual repairs and external doublers are not applicable to the inspection area
specified in SASB 737-55-1059 R1.
We agree with ANA's request. Specifying the location of the applicable repairs may reduce
potential confusion. Therefore, we have revised paragraphs (h)(1), (h)(2), and (h)(3) of this AD to
specify the location of the applicable repairs.
Request To Clarify Fastener Requirements
ANA requested that we clarify the fastener requirements. ANA stated that figure 3 in Boeing
Special Attention Service Bulletin 737-55-1059, dated September 10, 1998, specifies to use blind
rivets and Hi-lok fasteners; however, compliance table 2, note (b), in SASB 737-55-1059 R1, states
that doublers installed with solid rivets do not need to be inspected for any loose or missing fasteners.
2
ANA explained that Boeing told ANA that Hi-lok fasteners do not require inspection for any loose or
missing fasteners.
We agree to clarify the fastener requirements. We infer that ANA is requesting that we update
paragraph (h) of this AD to specify that Hi-lok fasteners do not require inspection. We have
determined that Hi-lok fasteners do not require inspection. Therefore, we have added paragraph (i)(3)
to this AD to specify that where SASB 737-55-1059 R1 specifies that doublers installed with solid
rivets do not need to be inspected for loose or missing fasteners, this AD does not require doublers
installed with solid rivets or Hi-lok fasteners to be inspected for loose or missing fasteners. We have
also revised paragraph (h)(1) of this AD to reference this exception.
Request To Revise Configuration Description
ANA requested that we revise paragraph (h) of the proposed AD to refer to the horizontal
stabilizer configuration with the applicable repair installed side only. ANA asserted that the wording
of paragraph (h) of the proposed AD could be interpreted to require inspection of both the repaired
and unrepaired sides of the horizontal stabilizer.
We agree with ANA's request. The wording in the proposed AD is not clear regarding what is
required if an airplane has left and right stabilizers that are different configurations. For example, the
left-side stabilizer may have a repair installed common to the rear spar lower chord (configuration 2),
whereas the right side may not have a repair (configuration 1). We have revised the affected airplanes
in paragraph (g) of this AD from “Group 1, Configuration 1, airplanes” to “any Configuration 1
horizontal stabilizer on Group 1 airplanes”. We have revised the affected products in paragraph (h) of
this AD from “Group 1, Configuration 2, airplanes” to “any Configuration 2 horizontal stabilizer on
Group 1 airplanes.”
Effect of Winglets on Accomplishment of the Proposed Actions
Aviation Partners Boeing stated that accomplishing the Supplemental Type Certificate (STC)
ST01219SE does not affect the actions specified in the NPRM.
We concur with the commenter. We have redesignated paragraph (c) of the proposed AD as
paragraph (c)(1) of this AD and added paragraph (c)(2) to this AD to state that installation of STC
ST01219SE does not affect the ability to accomplish the actions required by this final rule. Therefore,
for airplanes on which STC ST01219SE is installed, a “change in product” AMOC approval request
is not necessary to comply with the requirements of 14 CFR 39.17.
Conclusion
We reviewed the relevant data, considered the comments received, and determined that air safety
and the public interest require adopting this AD with the changes described previously and minor
editorial changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the NPRM for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was already proposed in the NPRM.
We also determined that these changes will not increase the economic burden on any operator or
increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
We reviewed SASB 737-55-1059 R1. The service information describes procedures for doing
inspections of the horizontal stabilizer lower skin, and repairs. The service information also describes
procedures for doing actions that would terminate certain repetitive inspections. This service
3
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
We estimate that this AD affects 270 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
Action Labor cost Parts Cost per product Cost on U.S.
cost operators
Inspection 4 work-hours × $85 per hour = $0 $340 per $91,800 per
$340 per inspection cycle inspection cycle inspection cycle.
Estimated Costs for Optional Actions
Action Labor cost Parts Cost per product
cost
Modification Up to 51 work-hours per stabilizer × $85 per $721 Up to $5,056 per
hour = $4,335 stabilizer.
We estimate the following costs to do any necessary repairs that will be required based on the
results of the inspection. We have no way of determining the number of aircraft that might need these
repairs:
On-Condition Costs
Action Labor cost Parts Cost per
cost product
Skin splice repair Up to 438 work-hours × $85 per hour = $0 Up to $37,230.
$37,230
External doubler 26 work-hours × $85 per hour = $2,210 0 $2,210.
repair
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.
4
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
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 (AD):
5
