Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations 20511 

Appendix 1, Appendix 2, and Appendices 

3A through 3G of that ASB, to do the actions 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) For service information identified in 

this AD, contact Rolls-Royce plc, Corporate 

Communications, P.O. Box 31, Derby, 

England, DE248BJ, telephone: 011–44–1332– 

242424; fax: 011–44–1332–245418, or email: 

http://www.rolls-royce.com/contact/ 

civil_team.jsp. 

(3) You may review copies of the service 

information at the FAA, Engine & Propeller 

Directorate, 12 New England Executive Park, 

Burlington, MA. For information on the 

availability of this material at the FAA, call 

781–238–7125. 

(4) 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 Burlington, Massachusetts, on 

March 20, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–8163 Filed 4–4–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0858; Directorate 

Identifier 2010–NM–183–AD; Amendment 

39–16974; AD 2012–05–02] 

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, and –900 series 

airplanes. This AD was prompted by 

reports of heat damage to the inner wall 

of the thrust reversers, which could 

result in separation of adjacent 

components and consequent structural 

damage to the airplane, damage to other 

airplanes, and injury to people on the 

ground. This AD requires modifying the 

thrust reverser inner walls, inspecting 

for damage of the upper and lower inner 

wall insulation blankets, measuring the 

electrical conductivity on the aluminum 

upper compression pads 2 and 3 as 

applicable, inspecting for discrepancies 

of the inner wall of the thrust reverser, 

and corrective actions if necessary. This 

AD also requires, for certain airplanes, 

doing various concurrent actions 

(including replacing the inner wall 

blanket insulation, installing updated 

full-authority digital electronic control 

software, and modifying the thrust 

reverser inner wall and insulation 

blankets). We are issuing this AD to 

correct the unsafe condition on these 

products. 

DATES: This AD is effective May 10, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 10, 2012. 

ADDRESSES: For Boeing 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; email 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. For 

CFM service information identified in 

this AD, contact CFM International, 

Technical Publications Department, 1 

Neumann Way, Cincinnati, Ohio 45215; 

phone: 513–552–2800; fax: 513–552– 

2816; Internet: http://www.cfm56.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: 

Chris Parker, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

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

Washington 98057–3356; phone: 425– 

917–6496; fax: 425–917–6590; email: 

chris.r.parker@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to The 

Boeing Company Model 737–600, –700, 

–700C, –800, –900, and –900ER series 

airplanes. That NPRM was published in 

the Federal Register on September 27, 

2010 (75 FR 59167). That NPRM 

proposed to require modifying the inner 

walls of the thrust reverser (TR), 

inspecting for damage of the upper and 

lower inner wall insulation blankets, 

measuring the electrical conductivity on 

the aluminum upper compression pads 

2 and 3 as applicable, inspecting for 

discrepancies of the TR inner wall, and 

corrective actions if necessary. That 

NPRM also proposed to require, for 

certain airplanes, doing various 

concurrent actions (including replacing 

the inner wall blanket insulation, 

installing updated full-authority digital 

electronic control software, and 

modifying the TR inner wall and 

insulation blankets). 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (75 FR 59167, 

September 27, 2010) and the FAA’s 

response to each comment. 

Request To Withdraw NPRM (75 FR 

59167, September 27, 2010) 

Despite fully supporting the 

implementation of the actions of the 

NPRM (75 FR 59167, September 27, 

2010), Boeing stated that it does not 

consider thermal overheat on the TR 

inner walls on the affected airplanes to 

be a safety issue. The structural integrity 

of the inner wall may deteriorate due to 

pre-cooler air ingress behind the 

blankets, but the Boeing Safety Review 

Board determined that this does not 

constitute a safety hazard to the airplane 

or to persons on the ground. Boeing 

identified support data for this 

determination, which included a safety 

assessment, full-scale test 

demonstration, and structural analysis. 

We infer that Boeing wants us to 

withdraw the NPRM (75 FR 59167, 

September 27, 2010), because there is no 

unsafe condition. We disagree. The 

thermal overheat could affect the 

structural capability of the inner wall of 

the thrust reverser such that, if a 

pneumatic duct bursts, the inner wall 

could fail, causing uncontrollable 

asymmetric thrust during a rejected 

takeoff, or causing large parts to hit the 

fuselage or empennage in flight. 


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20512 Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations 

Request To Remove Model 737–900ER 

Boeing requested that we remove 

Model 737–900ER series airplanes from 

the applicability of the NPRM (75 FR 

59167, September 27, 2010), since 

configuration control prevents the 

intermix of the affected TRs on these 

airplanes. 

We agree. The TR inner walls on 

Model 737–900ER series airplanes have 

not been identified as having a thermal 

overheat issue. We have therefore 

removed these airplanes from the 

applicability of this AD. 

Comments on EASA Proposed AD (75 

FR 59167, September 27, 2010) 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, issued Proposed AD 10– 

087, dated September 30, 2010 (which 

has since been issued as EASA AD 

2010–0244R1, dated May 17, 2011, and 

corresponds to FAA NPRM (75 FR 

59167, September 27, 2010)). Boeing 

reported that it had requested certain 

changes (to the compliance time and 

applicability) to the EASA Proposed 

AD, and provided a list of the specific 

requests including changing the 

compliance time and eliminating 

language regarding certain ‘‘specific 

airplane(s).’’ 

We find these comments to be 

addressed to EASA Proposed AD 10– 

087 and do not apply to the FAA 

proposed AD (75 FR 59167, September 

27, 2010). The applicability is the same 

in the EASA and FAA ADs, and 

accounts for Boeing’s comment 

concerning Model 737–900ER series 

airplanes. The compliance time of the 

EASA AD is different from that of the 

FAA AD, based on differing AD 

processes and publication schedules. 

We have not changed the final rule 

regarding this issue. 

Request To Revise Cost Estimate 

Continental Airlines (CAL) disagreed 

with the fleet cost estimates for the 

actions specified in Boeing Service 

Bulletin 737–78–1088, dated May 12, 

2010, as proposed in paragraph (i) of the 

NPRM (75 FR 59167, September 27, 

2010). CAL explained that inner wall 

delamination requires the repair to be 

performed in an autoclave, which 

requires disassembly of the TR. (There 

are two half TR sections per engine.) 

CAL stated that returning each TR half 

to service after disassembly and 

inspection of components could cost 

from $16,000 to $56,000, depending on 

the hours and cycles on the TR. 

We disagree with the request to revise 

the cost estimate. The economic 

analysis of the NPRM (75 FR 59167, 

September 27, 2010) did not consider 

the cost of conditional actions, such as 

repairing damage detected during a 

required inspection. The economic 

analysis of this AD is limited to the cost 

of actions that are required of every 

operator. Such conditional repairs 

would be required—regardless of AD 

direction—to correct an unsafe 

condition identified in an airplane and 

to ensure that the airplane is operated 

in an airworthy condition, as required 

by the Federal Aviation Regulations. We 

would have no way of determining 

these on-condition costs, which would 

depend on the TR condition and vary 

from operator to operator. We have not 

changed the final rule regarding this 

issue. 

Request To Extend Compliance Time 

for Modification 

Three commenters requested that we 

revise the 24-month compliance time for 

the modification specified in paragraph 

(g) of the NPRM (75 FR 59167, 

September 27, 2010). 

CAL requested that we extend the 

compliance time to 30 months, when 

116 of its airplanes will also require the 

inspection specified in paragraph (i) of 

the proposed AD (75 FR 59167, 

September 27, 2010). This compliance 

time extension would reduce CAL’s 

modifications on its fleet from 5 

airplanes to 4 airplanes per month. CAL 

added that, even with this extended 

compliance time, it would be difficult to 

modify 4 (16 TR halves) per month 

because of the limited number of spare 

TR halves available. 

Southwest Airlines (SWA) reported 

that it would need to modify 39 of its 

946 TRs each month to meet a 24-month 

compliance time, and therefore 

suggested a stepped compliance time 

schedule, ranging from 12 months to 48 

months, based on the service life of the 

TR. 

American Airlines (AAL) stated that 

the 24-month compliance time will have 

a significant impact on its ‘‘light’’ C 

check. 

We disagree to extend the compliance 

time for paragraph (g) of this AD. In 

developing an appropriate compliance 

time for these actions, we considered 

the urgency associated with the subject 

unsafe condition, the practical aspect of 

accomplishing the required 

modification and the normal scheduled 

maintenance times for most affected 

operators. In consideration of these 

items and of parts availability, we have 

determined that the proposed 24-month 

compliance time for the modification 

will ensure an acceptable level of safety. 

According to the provisions of 

paragraph (o) of this AD, however, we 

may approve requests to adjust the 

compliance time if the request includes 

data substantiating that the new 

compliance time would provide an 

acceptable level of safety. We have not 

changed the final rule regarding this 

issue. 

Request To Clarify Service Information 

AAL requested that the service 

instructions for Boeing Service Bulletin 

737–78–1082, dated March 25, 2010; 

and Boeing Service Bulletin 737–78– 

1088, dated May 12, 2010; be revised to 

incorporate general findings and 

clarifications. AAL asserted that not 

addressing these issues could adversely 

affect accomplishment of these service 

bulletins. 

We agree that additional clarification 

would be beneficial in the identified 

areas of Boeing Service Bulletin 737– 

78–1082, dated March 25, 2010; and 

Boeing Service Bulletin 737–78–1088, 

dated May 12, 2010. Such minor 

clarifications, however, are not 

necessary for compliance with this AD. 

We have provided AAL’s comments to 

Boeing for review and incorporation, as 

necessary, into future revisions of those 

service bulletins, which might be 

approved as a global alternative method 

of compliance with this AD if we can 

substantiate that the revision provides 

an acceptable level of safety. We have 

not changed the final rule regarding this 

issue. 

Request for Optional Repair 

SWA requested that we revise 

paragraph (i) of the NPRM (75 FR 59167, 

September 27, 2010) to allow coldbonding methods for repairing damaged 

areas, in addition to the autoclave 

procedures specified in Boeing Service 

Bulletin 737–78–1088, dated May 12, 

2010. That service bulletin permits 

curing repaired areas only as specified 

in the Boeing 737–700 Structural Repair 

Manual (SRM), which specifies the 

autoclave procedures. According to 

SWA, this would require operators to 

pull TRs for repair at an approved 

overhaul facility, thereby increasing the 

turn time for repairs since only five 

Boeing-approved overhaul facilities 

have autoclave capabilities. 

We disagree with the request to allow 

the cold-bonding procedure. Boeing and 

the FAA are unaware of any coldbonding methods that would be 

applicable to the composite TR inner 

wall on the affected airplanes. Current 

SRM repair methods for composite 

structure involve either autoclave or 

vacuum bag/heat blanket cure methods. 

But Boeing Service Bulletin 737–78– 

1088, dated May 12, 2010, and the 


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alternative Boeing Service Bulletin 737– 

78–1079, Revision 2, dated June 7, 2010, 

limit the SRM repairs for the TR inner 

wall to autoclave cures. For the areas 

being repaired on the inner wall, the 

additional plies required to make a 

structurally adequate vacuum bag-cured 

repair are excessive and would make the 

inner wall unusable. We therefore find 

it appropriate for those service bulletins 

to specify autoclave curing only. In 

addition, Boeing has evaluated the 

potential number of repairs that would 

be done at overhaul facilities with 

autoclave capabilities, and does not 

foresee a problem addressing the 

corrective actions on the affected 

airplanes within the compliance times. 

We have not changed the final rule 

regarding this issue. 

Request To Revise Compliance Time for 

Certain Inspections 

SWA requested that we revise 

paragraph (i) of the proposed AD (75 FR 

59167, September 27, 2010), which 

proposed certain inspections in 

accordance with Boeing Service Bulletin 

737–78–1088, dated May 12, 2010. SWA 

recommended a minimum of 48 

months, ‘‘per [this service bulletin],’’ for 

these actions. (The compliance time in 

the proposed AD ranged from 30 to 96 

months.) 

We disagree with the request. As 

stated previously, when we developed 

the compliance time for this AD action 

we considered the safety implications of 

the identified unsafe condition, the 

average utilization rate of the affected 

fleet, the practical aspects of performing 

the inspections on the fleet during 

regular maintenance periods, and the 

availability of replacement parts. We 

have determined that the proposed 

compliance times are appropriate. We 

have not changed the final rule 

regarding this issue. 

Request for Clarification of Certain 

Procedures 

AAL described difficulty in 

accomplishing the actions specified in 

Boeing Service Bulletin 737–78–1079, 

Revision 2, dated June 7, 2010 

(paragraph (n) of the NPRM (75 FR 

59167, September 27, 2010)): Seals must 

be installed individually, the fire seal 

can tear and need replacement, and the 

roller edge of the insulation blanket 

interferes with the upper fire seal 

support flange insulations. AAL 

received some additional installation 

instructions from Boeing and 

recommended that they be included in 

this service bulletin. 

We agree that additional clarification 

may be beneficial, but we find that 

accomplishing the actions specified in 

the Accomplishment Instructions of 

Boeing Service Bulletin 737–78–1079, 

Revision 2, dated June 7, 2010, will 

address the identified unsafe condition. 

We have provided AAL’s comments to 

Boeing for review and incorporation, as 

necessary, into a future service bulletin 

revision, which might be approved as an 

alternative method of compliance with 

this AD if we can substantiate that the 

revision provides an acceptable level of 

safety. We have not changed the final 

rule regarding this issue. 

Additional Changes to NPRM (75 FR 

59167, September 27, 2010) 

Paragraph (n) of this AD specifies the 

optional accomplishment of certain 

actions in accordance with Boeing 

Service Bulletin 737–78–1079, Revision 

2, dated June 7, 2010. That service 

bulletin incorrectly notes that removal 

of a compression pad assembly is not 

necessary if the adjacent inner wall area 

does not show signs of heat damage, 

because the compression pad assembly 

is made from titanium. This AD requires 

removing the affected compression pads 

and inspecting the underlying structures 

as part of this optional action, regardless 

whether a pad assembly is made of 

titanium or aluminum alloy. Boeing has 

indicated that the incorrect notes may 

be removed in a future revision of that 

service bulletin; if so, we may approve 

the revised service bulletin as a global 

AMOC with the requirements of this 

AD. 

We have revised or added certain 

headers in this AD. We have also 

revised the wording in paragraphs (l) 

and (n) of this AD; this change has not 

changed the intent of those paragraphs. 

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 change described previously. 

We also determined that this change 

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 710 

airplanes of U.S. registry. The following 

table provides the estimated costs for 

U.S. operators to comply with this AD, 

at an average labor rate of $85 per hour. 

ESTIMATED COSTS

Actions (service bulletin) Work hours Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Modification (Boeing Service Bulletin 

737–78–1082, dated March 25, 

2010).

14 per engine ....... $2,065 or $3,702 .. $4,445 or $6,082 710 ....................... Up to $4,318,220. 

Insulation replacement (Boeing Service Bulletin 737–78–1063, Revision 

2, dated October 7, 1994).

18 per engine ....... $0 ......................... $3,060 .................. 15 ......................... $45,900. 

Software update (CFM CFM56–7B 

Service Bulletin 73–0135, dated 

March 30, 2007).

1 ........................... $0 ......................... $85 ....................... Up to 710 ............. Up to $60,350. 

Inspections (Boeing Service Bulletin 

737–78–1088, dated May 12, 2010).

35 ......................... $0 ......................... $2,975 .................. 710 ....................... $2,112,250. 

Modifications (Boeing Service Bulletin 

737–78–1069, Revision 4, dated 

June 16, 2005).

110 ....................... $0 ......................... $9,350 .................. 306 ....................... $2,861,100. 

Inspections and modification (Boeing 

Service Bulletin 737–78–1079, Revision 2, dated June 7, 2010) (if 

done as an option to Boeing Service Bulletin 737–78–1088 and Boeing Service Bulletin 737–78–1082).

37 per engine ....... $2,070 or $3,391 .. $8,360 or $9,681 Optional action ..... Optional action. 


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20514 Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations 

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): 

2012–05–02 The Boeing Company: 

Amendment 39–16974; Docket No. 

FAA–2010–0858; Directorate Identifier 

2010–NM–183–AD. 

(a) Effective Date 

This AD is effective May 10, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

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

series airplanes; certificated in any category; 

as identified in Boeing Service Bulletin 737– 

78–1082, dated March 25, 2010. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

(e) Unsafe Condition 

This AD results from reports of heat 

damage to the inner wall of the thrust 

reversers. The Federal Aviation 

Administration is issuing this AD to detect 

and correct such heat damage, which could 

result in separation of adjacent components 

and consequent structural damage to the 

airplane, damage to other airplanes, and 

injury to people on the ground. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Modification of Thrust Reverser Inner 

Wall 

Except as required by paragraph (m) of this 

AD: Within 24 months after the effective date 

of this AD, modify the thrust reverser inner 

wall, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1082, dated March 

25, 2010. 

(h) Actions Concurrent With Paragraph (g) of 

This AD 

Before or concurrently with 

accomplishment of the requirements of 

paragraph (g) of this AD, do the actions 

specified in paragraphs (h)(1) and (h)(2) of 

this AD, as applicable. 

(1) For airplanes identified in Boeing 

Service Bulletin 737–78–1063, Revision 2, 

dated October 7, 1999: Replace the inner wall 

blanket insulation, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1063, Revision 2, 

dated October 7, 1999. 

(2) For airplanes equipped with engines 

identified in CFM CFM56–7B Service 

Bulletin 73–0135, dated March 30, 2007: 

Install updated full-authority digital 

electronic control (FADEC) software, in 

accordance with the Accomplishment 

Instructions of CFM CFM56–7B Service 

Bulletin 73–0135, dated March 30, 2007. 

(i) Inspection/Measurement 

At the applicable time specified in 

paragraph (j) of this AD: Do the actions 

specified in paragraphs (i)(1), (i)(2), and (i)(3) 

of this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1088, dated May 12, 

2010. If any damage or discrepancy is found, 

before further flight, do all applicable 

corrective actions, in accordance with 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1088, dated May 12, 

2010; except as required by paragraph (k) of 

this AD; and except where the service 

bulletin refers to ‘‘unsatisfactory’’ findings, 

this AD assumes those parts or locations are 

‘‘unserviceable.’’ 

(1) Do a detailed inspection for damage of 

the engine side and inner wall side of the 

upper and lower insulation blankets. 

(2) Measure the electrical conductivity on 

the aluminum upper compression pads 2 and 

3, as applicable. 

(3) Inspect for discrepancies of the thrust 

reverser inner wall (including an ultrasonic 

inspection for interply delamination and 

skin-to-core disbond, a detailed inspection 

for signs of heat damage as applicable, and 

a detailed inspection for loose fasteners 

where the inner wall attaches to the hinge 

beam and at the fasteners for the compression 

pads). 

(j) Compliance Times for Paragraph (i) of 

This AD 

Do the actions specified in paragraph (i) of 

this AD at the applicable time specified in 

paragraph (j)(1), (j)(2), (j)(3), (j)(4), or (j)(5) of 

this AD. 

(1) For airplanes with thrust reverser part 

number (P/N) 315A2295–003 through 

315A2295–154 inclusive: Do the actions 

within 30 months after the effective date of 

this AD. 

(2) For airplanes with thrust reverser P/N 

315A2295–155 through 315A2295–174 

inclusive: Do the actions within 60 months 

after the effective date of this AD. 

(3) For airplanes with thrust reverser P/N 

315A2295–175 through 315A2295–190 

inclusive: Do the actions within 72 months 

after the effective date of this AD. 

(4) For airplanes with thrust reverser P/N 

315A2295–191 through 315A2295–198 

inclusive: Do the actions within 84 months 

after the effective date of this AD. 

(5) For airplanes with thrust reverser P/N 

315A2295–199 through 315A2295–202 

inclusive: Do the actions within 96 months 

after the effective date of this AD. 

(k) Exception to Boeing Service Bulletin 737– 

78–1088 Procedures 

Where Boeing Service Bulletin 737–78– 

1088, dated May 12, 2010, specifies to 

contact Boeing for appropriate action, repair 

before further flight in accordance with a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA. 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. 


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Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations 20515 

(l) Concurrent Actions for Paragraph (i) of 

This AD 

For airplanes identified in Boeing Service 

Bulletin 737–78–1069, Revision 4, dated June 

16, 2005: Before or concurrently with the 

accomplishment of the requirements of 

paragraph (i) of this AD, modify the thrust 

reverser inner wall and insulation blankets, 

in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

78–1069, Revision 4, dated June 16, 2005. 

This paragraph provides credit for the actions 

specified in Boeing Service Bulletin 737–78– 

1069, Revision 4, dated June 16, 2005, if 

those actions were performed before the 

effective date of this AD using Boeing Service 

Bulletin 737–78–1069, Revision 1, dated June 

13, 2002; Revision 2, dated February 6, 2003; 

or Revision 3, dated August 5, 2004. 

(m) Concurrent Actions for Paragraph (i) of 

This AD Done Before the Compliance Time 

for paragraph (g) of This AD 

If the actions required by paragraph (i) of 

this AD are done before the compliance time 

specified in paragraph (g) of this AD: Before 

or concurrently with the accomplishment of 

the actions required by paragraph (i) of this 

AD, the modification required by paragraph 

(g) of this AD must be done. 

(n) Option to Requirements of Paragraphs (g) 

and (i) of This AD 

Accomplishment of all of the actions 

(including inspections and modification) 

specified in Boeing Service Bulletin 737–78– 

1079, Revision 2, dated June 7, 2010, within 

24 months after the effective date of this AD, 

is acceptable for compliance with the 

requirements of paragraphs (g) and (i) of this 

AD; except that this AD requires removing 

the affected compression pads and inspecting 

the underlying structures regardless whether 

a pad assembly is made of titanium or 

aluminum alloy. Accomplishment of all of 

the actions (including inspections and 

modification) specified in Boeing Service 

Bulletin 737–78–1079, Revision 2, dated June 

7, 2010, within 24 months after the effective 

date of this AD, is acceptable for compliance 

with the requirements of this AD provided 

applicable repairs are done before further 

flight, and provided the applicable actions 

specified in paragraphs (h)(1), (h)(2), and (l) 

of this AD have been done. This paragraph 

provides credit for the actions specified in 

Boeing Service Bulletin 737–78–1079, 

Revision 2, dated June 7, 2010, if those 

actions were done before the effective date of 

this AD using Boeing Service Bulletin 737– 

78–1079, dated August 6, 2007; or Revision 

1, dated December 17, 2007. 

(o) 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. 

(p) Related Information 

For more information about this AD, 

contact Chris R. Parker, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6496; fax: 425–917– 

6590; email: chris.r.parker@faa.gov. 

(q) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) of the 

following service information under 5 U.S.C. 

552(a) and 1 CFR part 51: 

(i) Boeing Service Bulletin 737–78–1063, 

Revision 2, dated October 7, 1999. 

(ii) Boeing Service Bulletin 737–78–1069, 

Revision 4, dated June 16, 2005. 

(iii) Boeing Service Bulletin 737–78–1082, 

dated March 25, 2010. 

(iv) Boeing Service Bulletin 737–78–1088, 

dated May 12, 2010. 

(v) CFM CFM56–7B Service Bulletin 73– 

0135, dated March 30, 2007. 

(2) If you accomplish the optional actions 

specified by this AD, you must use the 

following service information to perform 

those actions, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference (IBR) of the following service 

information: 

(i) Boeing Service Bulletin 737–78–1079, 

Revision 2, dated June 7, 2010. 

(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, Washington 98124–2207; 

telephone 206–544–5000, extension 1; fax 

206–766–5680; email 

me.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. For CFM service 

information identified in this AD, contact 

CFM International, Technical Publications 

Department, 1 Neumann Way, Cincinnati, 

Ohio 45215; phone: 513–552–2800; fax: 513– 

552–2816; Internet: http://www.cfm56.com. 

(4) You may review copies of the 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 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 an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on February 

22, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–8038 Filed 4–4–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0331; Directorate 

Identifier 2011–NM–119–AD; Amendment 

39–17008; AD 2012–07–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A340–500 and –600 series 

airplanes. This AD requires repetitive 

inspections of the forward and aft 

attachment fittings and of the swan neck 

for cracks, and replacing the attachment 

fittings and the swan neck with 

serviceable ones if necessary. This AD 

was prompted by reports of cracks on 

the forward attachment fittings of the 

left and right sides of the forward hinge 

of the nose landing gear (NLG) aft door. 

We are issuing this AD to detect and 

correct cracks of the forward attachment 

fittings and the swan neck, which could 

lead to the in-flight detachment of the 

NLG aft door and result in injury to 

persons on the ground or damage to the 

airplane. 

DATES: This AD becomes effective April 

20, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of the service information listed in the 

AD as of April 20, 2012. 

We must receive comments on this 

AD by May 21, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• 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. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 


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