Federal Register / Vol. 78, No. 84 / Wednesday, May 1, 2013 / Rules and Regulations 25377 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), ANM–150S, 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: 9-ANMSeattle-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 

required by this AD if it is approved by the 

Boeing Commercial Airplane 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. 

(i) Related Information 

For more information about this AD, 

contact Sarah Piccola, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; phone: 

(425) 917–6483; fax: (425) 917–6590; email: 

sarah.piccola@faa.gov. 

(j) 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 767–25–0520, dated February 8, 

2012. 

(ii) Reserved. 

(3) For Boeing 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 https:// 

www.myboeingfleet.com. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, Washington. 

For information on the availability of this 

material at the FAA, call 425–227–1221. 

(4) You may view this service information 

at FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356. 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: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 10, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–09202 Filed 4–30–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0288; Directorate 

Identifier 2008–NM–214–AD; Amendment 

39–17435; AD 2013–08–18] 

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 737–600, 

–700, –700C, –800, –900 and –900ER 

series airplanes. This AD was prompted 

by a report of leaking fuel from the wing 

leading edge area at the inboard end of 

the number 5 leading edge slat. This AD 

requires modifying the fluid drain path 

in the wing leading edge area, forward 

of the wing front spar, and doing all 

applicable related investigative and 

corrective actions; and installing new 

seal disks on the latches in the fuel 

shutoff valve access door. We are 

issuing this AD to prevent flammable 

fluids from accumulating in the wing 

leading edge, and draining inboard and 

onto the engine exhaust nozzle, which 

could result in a fire. 

DATES: This AD is effective June 5, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 5, 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, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; 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: 

Ansel James, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6497; fax: 425–917–6590; email: 

ansel.james@faa.gov. 

SUPPLEMENTARY INFORMATION:

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to include an 

airworthiness directive (AD) that would 

apply to the specified products. That 

SNPRM published in the Federal 

Register on March 16, 2012 (77 FR 

15638). The original NPRM (74 FR 

15683, April 7, 2009) proposed to 

require modifying the fluid drain path 

in the wing leading edge area, forward 

of the wing front spar and doing all 

applicable related investigative and 

corrective actions. The SNPRM 

proposed to revise that NPRM by 

including installing new seal disks on 

the latches in the fuel shutoff valve 

access door as part of the modification 

and by specifying that certain 

inspections are detailed inspections. 

The SNPRM also proposed to revise the 

applicability to include additional 

airplanes. 

Revised Service Bulletin 

Boeing has issued Special Attention 

Service Bulletin 737–57–1293, Revision 

3, dated December 14, 2012. This 

revision includes clarification for the reidentification of parts and assemblies. 

We have revised paragraphs (c) and (g) 

of this AD to refer to Boeing Special 

Attention Service Bulletin 737–57– 

1293, Revision 3, dated December 14, 

2012. 


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25378 Federal Register / Vol. 78, No. 84 / Wednesday, May 1, 2013 / Rules and Regulations 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the supplemental NPRM (77 

FR 15638, March 16, 2012) and the 

FAA’s response to each comment. 

Concurrence 

Boeing concurred with the content of 

the SNPRM (77 FR 15638, March 16, 

2012). 

Request for Compliance Time Extension 

United Airlines, Tracinda Flight 

Department, and American Airlines 

requested an extension to the 24-month 

compliance time specified in the 

SNPRM (77 FR 15638, March 16, 2012). 

Tracinda Flight Department requested a 

compliance time of 36 months to 

coincide with a heavy maintenance 

check. American Airlines requested a 

compliance time of 60 to 72 months to 

coincide with its scheduled heavy 

maintenance check. American Airlines 

stated that the actions accomplished in 

accordance with AD 2011–06–05, 

Amendment 39–16629 (76 FR 15808, 

March 22, 2011), address the safety 

issue identified in the SNPRM. United 

Airlines recommended a compliance 

time of 60 months for airplanes on 

which actions have been done in 

accordance with AD 2011–06–05, as 

well as airplanes having line numbers 

2700 and subsequent on which the 

actions have been incorporated for the 

wing slat down stop hardware 

modification and inspections. 

We disagree with the commenters’ 

requests to extend the compliance time. 

We have determined that the 

compliance time, as proposed, 

represents the maximum interval of 

time allowable for the affected airplanes 

to continue to safely operate before the 

modification is done. Since 

maintenance schedules vary among 

operators, there would be no assurance 

that the airplanes would be modified 

during that maximum interval. 

However, under the provisions of 

paragraph (i) of the final rule, we will 

consider requests for approval of an 

extension of the compliance time if 

sufficient data are submitted to 

substantiate that a new compliance time 

would provide an acceptable level of 

safety. Additionally, the issue addressed 

in this AD is different from the issue 

addressed in AD 2011–06–05, 

Amendment 39–16629 (76 FR 15808, 

March 22, 2011); therefore, changing the 

compliance time based on the actions 

done in accordance with AD 2011–06– 

05 is not acceptable. We have not 

changed the AD in this regard. 

Request for Change to Airplane Groups 

Southwest Airlines requested a 

change to the airplanes in Group 2, as 

specified in Boeing Special Attention 

Service Bulletin 737–57–1293, Revision 

2, dated September 28, 2011. The 

commenter stated that Group 2 

airplanes include line numbers 2131 

through 2837—instead of 2131 through 

2437, as specified in Boeing Special 

Attention Service Bulletin 737–57– 

1293, Revision 2, dated September 28, 

2011. The commenter stated that 

Figures 4 and 16 of that service bulletin 

specify a modification of the hinge 

assembly having part number (P/N) 

116A5522–1, which is installed on 

airplanes having line numbers 1 through 

2837. 

We disagree to change the airplanes in 

Group 2. The purpose of the Group 2 

division is to address a parting agent 

issue and not hinge trimming. Although 

the hinge assembly part number does 

change at airplane line number 2837, it 

is unrelated to the Group 2 division. No 

change has been made to the AD in this 

regard. 

Request for Parts Specifications 

American Airlines requested that we 

provide material specifications and part 

dimensions to allow for manufacturing 

of alternatives for a seal disk having P/ 

N 116A8505–2. The commenter stated 

that the parts are unavailable from 

Boeing and having an alternate part is 

necessary to ensure a sufficient supply 

for operators. 

We cannot include proprietary 

information such as part dimensions 

and materials in ADs; however, we are 

aware that seal disks having P/N 

116A8505–2 are now available from the 

manufacturer. No change has been made 

to the AD in this regard. 

Request for Credit for Actions Done 

Previously 

Tracinda Flight Department requested 

that we revise the supplemental NPRM 

(77 FR 15638, March 16, 2012) to 

provide credit for doing the actions 

specified in Boeing Special Attention 

Service Bulletin 737–57–1293, Revision 

2, dated September 28, 2011. 

We agree to allow credit for actions 

done in accordance with Boeing Special 

Attention Service Bulletin 737–57– 

1293, Revision 2, dated September 28, 

2011. We have added new paragraph (h) 

to this AD accordingly. 

American Airlines requested that we 

revise the supplemental NPRM (77 FR 

15638, March 16, 2012) to allow credit 

for actions done using Boeing Special 

Attention Service Bulletin 737–57– 

1293, Revision 1, dated January 11, 

2010. The commenter stated that the 

updates in Boeing Special Attention 

Service Bulletin 737–57–1293, Revision 

2, dated September 28, 2011, do not 

address the safety issue with the 

exception of the addition of the rubber 

seal disk. 

We disagree with the commenter’s 

request. Boeing Special Attention 

Service Bulletin 737–57–1293, Revision 

2, dated September 28, 2011, changed 

the inspection type for the bonding 

jumper countersink diameter and 

clarified certain instructions specified 

in Boeing Special Attention Service 

Bulletin 737–57–1293, Revision 1, dated 

January 11, 2010. However, operators 

may request approval of an alternative 

method of compliance (AMOC), as 

specified in paragraph (i) of this AD. No 

change has been made to the AD in this 

regard. 

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 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (77 FR 

15638, March 16, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 15638, 

March 16, 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 1,072 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Modification, Group 1 (734 airplanes) ............ 50 work-hours × $85 per hour = $4,250 ........ $1,262 $5,512 $4,045,808 


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Federal Register / Vol. 78, No. 84 / Wednesday, May 1, 2013 / Rules and Regulations 25379 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Modification, Group 2 (58 airplanes) .............. 27 work-hours × $85 per hour = $2,295 ........ 1,262 3,557 206,306 

Modification, Group 3 (280 airplanes) ............ 3 work-hours × $85 per hour = $255 ............. 94 349 97,720 

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 

■ 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): 

2013–08–18 The Boeing Company: 

Amendment 39–17435; Docket No. 

FAA–2009–0288; Directorate Identifier 

2008–NM–214–AD. 

(a) Effective Date 

This AD is effective June 5, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–600, –700, –700C, –800, –900 and 

–900ER series airplanes, certificated in any 

category, as identified in Boeing Special 

Attention Service Bulletin 737–57–1293, 

Revision 3, dated December 14, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by a report of 

leaking fuel from the wing leading edge area 

at the inboard end of the number 5 leading 

edge slat. We are issuing this AD to prevent 

flammable fluids from accumulating in the 

wing leading edge, and draining inboard and 

onto the engine exhaust nozzle, which could 

result in a fire. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Modification 

Within 24 months after the effective date 

of this AD, modify the fluid drain path in the 

wing leading edge area, forward of the wing 

front spar, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–57–1293, Revision 3, 

dated December 14, 2012. Do all applicable 

related investigative and corrective actions 

before further flight. 

(h) Credit for Previous Actions 

This paragraph provides credit for the 

corresponding actions required by paragraph 

(g) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Special Attention Service 

Bulletin 737–57–1293, Revision 2, dated 

September 28, 2011, which is not 

incorporated by reference in this AD. 

(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: 9ANMSeattle-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. 

(j) Related Information 

For more information about this AD, 

contact Ansel James, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6497; fax: 425–917– 

6590; email: ansel.james@faa.gov. 

(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 737–57–1293, Revision 3, dated 

December 14, 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, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https:// 

www.myboeingfleet.com. 

(4) You may review copies of the 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, Washington. 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 


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25380 Federal Register / Vol. 78, No. 84 / Wednesday, May 1, 2013 / Rules and Regulations 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 5, 

2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–09205 Filed 4–30–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1303; Directorate 

Identifier 2010–SW–049–AD; Amendment 

39–17434; AD 2013–08–17] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Eurocopter France (Eurocopter) Model 

SA–365N, SA–365N1, AS–365N2, AS 

365 N3, and SA–366G1 helicopters. 

This AD requires an initial and 

recurring inspection of the 9-degree 

frame for a crack, and repair of the 

frame if there is a crack. This AD was 

prompted by the discovery of a crack in 

the 9-degree frame of a Eurocopter 

Model AS–365N2 helicopter, and these 

cracks could develop on the other 

specified model helicopters because 

they contain the same 9-degree frame. 

The actions specified by this AD are 

intended to detect a crack in the 9- 

degree frame to prevent loss of 

structural integrity and subsequent loss 

of control of the helicopter. 

DATES: This AD is effective June 5, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of June 5, 2013. 

ADDRESSES: For service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, Texas 75053–4005; 

telephone (800) 232–0323; fax (972) 

641–3710; or at http:// 

www.eurocopter.com. You may review 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas 

76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Gary 

Roach, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

gary.b.roach@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On January 18, 2011 at 76 FR 2842, 

the Federal Register published our 

notice of proposed rulemaking (NPRM), 

which proposed to amend 14 CFR part 

39 to include an AD that would apply 

to Eurocopter Model SA–365N, SA– 

365N1, AS–365N2, AS 365 N3, and 

SA–366G1 helicopters. That NPRM 

proposed to require an initial and 

recurring inspections of the inner angles 

and flanges of the 9-degree frame on the 

right-hand (RH) and left-hand (LH) sides 

for a crack. If a crack was found, the 

NPRM proposed to require, before 

further flight, repairing the frame. The 

proposed requirements were intended to 

detect a crack in the 9-degree frame to 

prevent loss of structural integrity and 

subsequent loss of control of the 

helicopter. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, issued EASA Emergency AD No. 

2010–0064–E, dated April 1, 2010, 

which supersedes EASA Emergency AD 

No. 2009–0125–E, dated June 12, 2009 

(with a correction dated June 15, 2009), 

to correct an unsafe condition for the 

specified model helicopters. EASA 

advises that during a major inspection a 

crack was found in the 9-degree frame 

of an AS 365 N2 helicopter, which had 

logged a total of 10,786 flight hours. The 

crack was located 230 millimeters above 

the cabin floor and had grown over a 

large section of the 9-degree frame on 

the RH side. EASA states that analysis 

shows that the time required for 

initiation of a crack in this area varies 

according to the weight and balance 

data of the different aircraft versions. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we did not receive any comments on the 

NPRM (76 FR 2842, January 18, 2011). 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by the EASA and determined 

the unsafe condition exists and is likely 

to exist or develop on other helicopters 

of these same type designs and that air 

safety and the public interest require 

adopting the AD requirements as 

proposed, except we are incorporating 

figures by reference instead of including 

them in our AD to meet current 

publication requirements. This change 

is consistent with the intent of the 

proposals in the NPRM (76 FR 2842, 

January 18, 2011) and will not increase 

the economic burden on any operator 

nor increase the scope of the AD. 

Related Service Information 

Eurocopter has issued Emergency 

Alert Service Bulletin (EASB), Revision 

1, dated March 31, 2010, containing the 

following three numbers: No. 05.00.57 

for FAA type-certificated Model SA– 

365N and N1, and AS–365N2 and N3 

helicopters and for military, not FAA 

type-certificated, Model AS365F, Fs, Fi, 

and K helicopters; No. 05.00.25 for 

military, not FAA type-certificated, 

Model AS565AA, MA, MB, SA, SB, and 

UB helicopters; and No. 05.39 for FAA 

type-certificated Model SA–366G1 

helicopters and for military, not FAA 

type-certificated, Model SA366GA 

helicopters. This EASB specifies 

checking at regular intervals for a crack 

in the areas of the inner angles and 

flanges of the 9° frame on the RH and 

LH sides, near the splice. This EASB 

also states that Eurocopter is currently 

studying an improvement 

(reinforcement) of the frame, which will 

cancel the checks specified by the 

EASB. EASA classified this EASB as 

mandatory and issued AD No. 2010– 

0064–E, dated April 1, 2010, to ensure 

the continued airworthiness of these 

helicopters. 


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