This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

60285 

Vol. 77, No. 192 

Wednesday, October 3, 2012 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0424; Directorate 

Identifier 2011–NM–004–AD; Amendment 

39–17205; AD 2012–19–10] 

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 

of The Boeing Company Model 777 

airplanes. This AD was prompted by 

heat damage and cracks at the pivot 

joint location of the main landing gear 

(MLG) inner cylinder/truck beam. This 

AD requires repetitive lubrication of the 

MLG pivot joints; repetitive detailed 

inspections of the outer diameter 

chrome on the center axles of the MLG 

for chicken-wire cracks, corrosion, and 

chrome plate distress; repetitive 

magnetic particle inspections of the 

outer diameter chrome on the center 

axles of the MLG for cracks; and related 

investigative and corrective actions if 

necessary. We are issuing this AD to 

detect and correct cracking in the MLG 

center axle and shock strut inner 

cylinder lugs (pivot joint), which could 

result in fracture of the MLG pivot joint 

components and consequent collapse of 

the MLG. 

DATES: This AD is effective November 7, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 7, 2012. 

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; 

phone: 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, WA. 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: 

Melanie Violette, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6422; 

fax: 425–917–6590; email: 

Melanie.violette@faa.gov. 

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 May 1, 2012 (77 FR 25647). 

That NPRM proposed to require 

repetitive lubrication of the MLG pivot 

joints; repetitive detailed inspections of 

the outer diameter chrome on the center 

axles of the MLG for chicken-wire 

cracks, corrosion, and chrome plate 

distress; repetitive magnetic particle 

inspections of the outer diameter 

chrome on the center axles of the MLG 

for cracks; 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 24647, 

May 1, 2012), and the FAA’s response 

to each comment. 

Support for the NPRM (77 FR 25647, 

May 1, 2012) 

United Airlines agrees with the intent 

of the NPRM (77 FR 24647, May 1, 

2012). 

Requests to Extend Compliance Time 

FedEx and Air France requested that 

we revise the compliance time for the 

inspection specified in paragraph (g) of 

the NPRM (77 FR 25647, May 1, 2012) 

to coincide with the time between 

overhaul (TBO) of the MLG for their 

respective fleets. The applicable 

compliance time specified in the NPRM 

for the FedEx fleet would be 3,000 days; 

the TBO for the FedEx fleet is 3,650 

days. The applicable compliance time 

specified in the NPRM for the Air 

France fleet would be 3,750 days; the 

TBO for the Air France fleet is 4,015 

days. FedEx noted that, of the 28 

cracked axles found during overhaul, 

none was fractured. 

We disagree to revise the compliance 

time. In developing an appropriate 

compliance time for this AD, we 

considered not only the safety 

implications, but the manufacturer’s 

recommendations and the practical 

aspect of accomplishing the required 

actions within an interval of time that 

corresponds to typical scheduled 

maintenance for affected operators. 

Under the provisions of paragraph (l) of 

this final rule, however, we might 

consider requests for adjustments to the 

compliance time if data is submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. We have not changed the final 

rule regarding this issue. 

Requests for Alternative Provisions 

Boeing, FedEx, and All Nippon 

Airways requested that we revise 

paragraph (i) of the NPRM (77 FR 25647, 

May 1, 2012) to include an additional 

exception to the service information. 

The commenters requested that we 

allow the use of MIL–PRF–32014 grease 

as an alternative to the Royco 11MS 

grease for the lubrications specified in 

paragraph (g) of the NPRM. Boeing Alert 

Service Bulletin 777–32–0082, dated 

December 9, 2010 (referenced in the 

NPRM as the appropriate source of 

service information for this lubrication), 

replaces the Royco 11MS grease with 


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MIL–PRF–32014 grease for lubricating 

and installing the MLG pivot joint 

components. 

Boeing asserted that MIL–PRF–32014 

grease provides the same lubricating 

properties as Royco 11MS grease. 

Boeing and FedEx noted that use of 

MIL–PRF–32014 grease across the fleet 

will avoid intermixing grease types and 

prevent the need to track which grease 

has been applied on each airplane. 

FedEx reported it has already 

standardized to MIL–PRF–32014 grease 

to ensure that there is no intermixing of 

greases. Boeing reported that Boeing 

Alert Service Bulletin 777–32A0082, 

dated December 9, 2010, will be revised 

to allow use of MIL–PRF–32014 grease 

as an optional grease type, but this 

revision will not be available when the 

AD is issued. 

We agree with the request. Both 

greases have the same lubricating 

properties and will work with the 

original and new bushing materials. We 

have added new paragraph (i)(2) in this 

final rule (and redesignated paragraph 

(i) of the NPRM (77 FR 25647, May 1, 

2012) as paragraph (i)(1) of this final 

rule) to allow the use of either MIL– 

PRF–32014 or Royco 11MS grease for 

the lubrications required by paragraph 

(g) of this AD. 

Requests To Include Terminating 

Action 

FedEx, Air France, United Airlines, 

and All Nippon Airways requested that 

we revise paragraph (j) of the NPRM (77 

FR 25647, May 1, 2012) to provide 

terminating action for the repetitive 

inspections specified in paragraph (g) of 

the NPRM. FedEx stated that airplanes 

after incorporation of Boeing Service 

Bulletin 777–32–0085, dated April 14, 

2011, have the same configuration as 

new production airplanes. Air France 

stated that incorporation of Boeing 

Service Bulletin 777–32–0085, dated 

April 14, 2011, and the incorporation of 

Item 32–CMR–01 of Section 9, 

Airworthiness Limitations of the Boeing 

777 Maintenance Planning Document 

(MPD) into the airplane maintenance 

program terminates the repetitive 

inspections specified in paragraph (g) of 

the NPRM by modifying the MLG and 

including the repetitive lubrication in 

the airplane maintenance program. 

We agree that accomplishment of the 

actions specified in Boeing Service 

Bulletin 777–32–0085, dated April 14, 

2011, involves a final inspection, 

modification to the MLG, and 

modification of the airplane 

maintenance program to terminate the 

repetitive inspections of paragraph (g) of 

this AD. Paragraph (j)(2) of this AD 

provides the optional terminating 

action. It is, therefore, unnecessary to 

revise that paragraph. We have made no 

changes to the AD in this regard. 

Request To Clarify Specific 

Terminating Actions 

Air France noted that the optional 

terminating action specified in 

paragraph (j)(2) of the NPRM (77 FR 

25647, May 1, 2012) does not specify 

the inner cylinder assembly upgrade 

with bushing replacement, as specified 

in Part 2, Option 2, of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–32–0085, dated 

April 14, 2011. 

We agree to revise the AD. Instead of 

identifying every action, however, we 

have revised paragraph (j)(2) in this 

final rule to require all applicable 

actions specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–32–0085, dated 

April 14, 2011. 

Request for Warranty Support 

Air France expressed concern 

regarding the cost of the inspection and 

modification program, with no industry 

support from Boeing. Air France noted 

that an unsafe condition due to normal 

operation would be considered a major 

design defect. Air France requested that 

Boeing propose industry support to 

cover the maintenance burden of the 

design defect. 

Air France did not request any change 

to the AD. Further, we do not control 

warranty coverage for affected 

individuals. We have, therefore, not 

changed the AD regarding the estimated 

costs. 

Request To Extend Compliance Time 

for On-Condition Action 

Air France reported that it found the 

service information instructions to be 

complex, with a high risk of grounding 

airplanes due to on-condition findings 

and a lack of Boeing support regarding 

the inner cylinder assembly. Air France 

requested that Boeing add service 

extension limits in case of on-condition 

findings. 

Air France did not specifically request 

a change to the AD. We cannot allow 

continued operation if cracking is 

detected, due to the safety implications 

and consequences of such cracking. We 

have not changed the final rule 

regarding this issue. 

Request To Clarify On-Condition 

Actions 

Boeing requested that we revise the 

NPRM (77 FR 25647, May 1, 2012) to 

clarify the related investigative and 

corrective actions for the inner cylinder. 

Boeing noted minor differences between 

the wording of the NPRM and the 

wording of Boeing Alert Service 

Bulletin 777–32A0082, dated December 

9, 2010. Boeing requested that we revise 

the NPRM to more closely align with the 

Accomplishment Instructions of that 

service bulletin. 

We partially agree. We agree that 

Boeing’s proposed changes are 

consistent with the procedures provided 

in the service information specified in 

the preamble of the NPRM (77 FR 

24647, May 1, 2012). But this level of 

detail is not provided in the regulatory 

language of this AD. Instead, the AD 

refers to the service information for the 

required procedures. It is not necessary 

to revise the final rule to account for 

this request. 

Request To Correct Service Bulletin 

Reference 

Boeing noted an incorrect reference to 

service information specified in the 

NPRM (77 FR 25647, May 1, 2012). 

Where the NPRM referred to ‘‘Boeing 

Service Bulletin 777–32A0085,’’ the 

correct service bulletin number is ‘‘777– 

32–0085.’’ We have revised paragraph 

(j)(2) of this AD accordingly. 

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 NPRM (77 FR 

25647, May 1, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 25647, 

May 1, 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 160 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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Federal Register / Vol. 77, No. 192 / Wednesday, October 3, 2012 / Rules and Regulations 60287 

ESTIMATED COSTS

Action Labor cost Parts 

cost Cost per product Cost on U.S. operators 

Lubrication of MLG pivot joints ................. 4 work-hours × $85 per hour = $340 per 

lubrication cycle.

$0 $340 per lubrication 

cycle.

$54,400 per lubrication cycle. 

Detailed and magnetic particle inspections.39 work-hours × $85 per hour = $3,315 

per inspection cycle.

0 $3,315 per inspection cycle.$530,400 per inspection cycle. 

Inner cylinder lug bore inspection ............. 6 work-hours × $85 per hour = $510 per 

inspection cycle.

0 $510 per inspection 

cycle.

$81,600 per inspection cycle. 

We estimate the following costs to do 

any necessary repairs or replacements 

that would be required based on the 

results of the inspections. We have no 

way of determining the number of 

aircraft that might need these repairs or 

replacements. 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Replacing center axle .............................................. 25 work-hours × $85 per hour = $2,125 ................. $54,030 .............. $56,155. 

Refinishing the lug bore and faces, and installing 

new bushings.

12 work-hours × $85 per hour = $1,020 ................. Up to $3,526 ...... Up to $4,546. 

Replacing the inner cylinder assembly cylinder assembly.46 work-hours × $85 per hour = $3,910 ................. Up to $254,847 .. Up to $258,757. 

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): 

2012–19–10 The Boeing Company: 

Amendment 39–17205; Docket No. 

FAA–2012–0424; Directorate Identifier 

2011–NM–004–AD. 

(a) Effective Date 

This AD is effective November 7, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, –200LR, –300, –300ER, and 

777F series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 777–32A0082, dated 

December 9, 2010. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 32, Landing Gear. 

(e) Unsafe Condition 

This AD was prompted by heat damage 

and cracks at the pivot joint location of the 

main landing gear (MLG) cylinder/truck 

beam. We are issuing this AD to detect and 

correct cracking in the MLG center axle and 

shock strut inner cylinder lugs (pivot joint), 

which could result in fracture of the MLG 

pivot joint components and consequent 

collapse of the MLG. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Lubrication and Inspections 

At the applicable compliance times 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 777–32A0082, 

dated December 9, 2010, except as provided 

by paragraph (i) of this AD: Lubricate the 

MLG pivot joints; do a detailed inspection of 

the outer diameter chrome on the center 

axles of the MLG for chicken-wire cracks, 

corrosion, and chrome plate distress; do a 

magnetic particle inspection of the outer 

diameter chrome on the center axles of the 

MLG for cracks; and do all applicable related 

investigative and corrective actions; in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–32A0082, dated December 9, 2010, 

except as provided by paragraph (i)(2) of this 

AD. Repeat the lubrication and inspections 

thereafter at the applicable interval specified 

in paragraph 1.E., ‘‘Compliance,’’ of Boeing 


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60288 Federal Register / Vol. 77, No. 192 / Wednesday, October 3, 2012 / Rules and Regulations 

Alert Service Bulletin 777–32A0082, dated 

December 9, 2010. Do all applicable related 

investigative and corrective actions before 

further flight. 

(h) Definition 

For the purposes of this AD, chicken-wire 

cracks are defined as cracks that occur when 

stress created in the chrome deposit during 

plating are relieved. The cracks are evident 

in the deposited chrome when viewed from 

a perpendicular plane as a pattern similar to 

chicken wire. Crack size can vary with 

plating conditions. 

(i) Exceptions to Service Information 

(1) Where Boeing Alert Service Bulletin 

777–32A0082, dated December 9, 2010, 

specifies a compliance time after the original 

issue date of that service bulletin, this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Where Boeing Alert Service Bulletin 

777–32A0082, dated December 9, 2010, 

specifies use of Royco 11MS grease for the 

lubrication required by paragraph (g) of this 

AD, this AD also allows use of MIL–PRF– 

32014 grease. 

(j) Optional Actions for Compliance With 

Paragraph (g) of This AD 

(1) Doing the detailed and magnetic 

particle inspections in accordance with Part 

2 of the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

777–32–0080, dated July 10, 2008; or Boeing 

Special Attention Service Bulletin 777–32– 

0080, Revision 1, dated April 16, 2009; is 

considered acceptable for compliance with 

the inspections of the center axle of the MLG 

required by paragraph (g) of this AD. 

(2) Accomplishment of all applicable 

actions specified in and in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 777–32–0085, dated April 

14, 2011, is considered acceptable for 

compliance with the requirements of 

paragraph (g) of this AD. 

(k) Special Flight Permit 

Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the airplane can be 

modified (if the operator elects to do so), if 

the flight is operated as a non-revenue flight. 

(l) 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: 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 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. 

(m) Related Information 

For more information about this AD, 

contact Melanie Violette, Aerospace 

Engineer, Airframe Branch, ANM–120S, 

FAA, Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6422; fax: 425– 

917–6590; email: Melanie.violette@faa.gov. 

(n) 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 the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 777– 

32A0082, dated December 9, 2010. 

(ii) Boeing Service Bulletin 777–32–0085, 

dated April 14, 2011. 

(iii) Boeing Special Attention Service 

Bulletin 777–32–0080, dated July 10, 2008. 

(iv) Boeing Special Attention Service 

Bulletin 777–32–0080, Revision 1, dated 

April 16, 2009. 

(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; phone: 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, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

(5) You may also review copies of the 

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/ibr-locations.html. 

Issued in Renton, Washington, on 

September 19, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–23790 Filed 10–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0060; Directorate 

Identifier 2012–NE–02–AD; Amendment 39– 

17123; AD 2012–14–09] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney (P&W) Division Turbofan 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

P&W PW4000 series turbofan engines. 

This AD was prompted by reports of 3rd 

and 4th stage vane fractures in the lowpressure turbine (LPT) of certain 

PW4000–94’’ and PW4000–100’’ 

turbofan engines. This AD requires 

dimensional inspections of LPT 3rd 

stage vanes and the rear turbine case, 

inspection of LPT 4th stage vanes at the 

next LPT overhaul and removal of vanes 

with non-conforming airfoil fillet radii 

and vanes with more than one strip and 

recoat repair. This AD also requires 

disassembly and reassembly of the 2nd 

stage high-pressure turbine (HPT) rotor 

and 3rd stage LPT rotor at the next HPT 

and LPT overhauls. We are issuing this 

AD to prevent 3rd and 4th stage vane 

fractures in the LPT, damage to the LPT 

rotor, uncontained engine failure, and 

damage to the airplane. 

DATES: This AD is effective November 7, 

2012. 

ADDRESSES: For more information about 

this AD, contact James Gray, Aerospace 

Engineer, Engine Certification Office, 

FAA, Engine & Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA; phone: 781–238–7742; 

fax: 781–238–7199; email: 

james.e.gray@faa.gov. 

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. 


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