Federal Register / Vol. 75, No. 176 / Monday, September 13, 2010 / Rules and Regulations 55455 

exceed 200 hours TIS, track-and-balance the 

tail rotor in accordance with the 

Accomplishment Instructions, paragraph 

3.A., in ASB No. 76–65–58A, Revision A, 

dated November 11, 2003. 

Note 1: Although the ASB specifies only an 

initial inspection of the aft spar assembly and 

a track and balance of the tail rotor, this AD 

requires inspecting the aft spar assembly and 

track-and-balancing the tail rotor repetitively. 

Note 2: The track-and-balancing of the tail 

rotor that is required by paragraph (b) of this 

AD involves both a pilot and mechanic. The 

pilot’s function is to operate the helicopter to 

a ‘‘light on wheels’’ state—almost to the point 

of takeoff. The mechanic is needed to 

accomplish the vibration measurements. 

(c) On or before December 31, 2010, install 

a vertical stabilizer modification kit, part 

number 76070–20562–011, 76070–20563– 

011, or 76070–20564–011. Installing the 

vertical stabilizer modification kit is 

terminating action for the requirements of 

this AD. 

(d) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Boston Aircraft 

Certification Office, Engine and Propeller 

Directorate, ATTN: Nicholas Faust, Aviation 

Safety Engineer, FAA, 12 New England 

Executive Park, Burlington, MA 01803, 

telephone (781) 238–7763, fax (781) 238– 

7170, for information about previously 

approved alternative methods of compliance. 

(e) The Joint Aircraft System/Component 

(JASC) Code 5530 is: Vertical Stabilizer. 

(f) The inspections and track-and-balance 

shall be done in accordance with the 

specified portions of Sikorsky Alert Service 

Bulletin No. 76–55–20A, Revision A, dated 

November 11, 2003, and Sikorsky Alert 

Service Bulletin No. 76–65–58A, Revision A, 

dated November 11, 2003. The Director of the 

Federal Register approved this incorporation 

by reference in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Sikorsky Aircraft Corporation, 

Attn: Manager, Commercial Technical 

Support, mailstop s581a, 6900 Main Street, 

Stratford, Connecticut 06614, phone (203) 

383–4866, e-mail address 

tsslibrary@sikorsky.com. Copies may be 

inspected at the FAA, Office of the Regional 

Counsel, Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas or 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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

(g) This amendment becomes effective on 

October 18, 2010. 

Issued in Fort Worth, Texas, on August 12, 

2010. 

Mark R. Schilling, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–21596 Filed 9–10–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0037; Directorate 

Identifier 2009–NM–240–AD; Amendment 

39–16431; AD 2010–19–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–700 (IGW) Series 

Airplanes Equipped With Auxiliary Fuel 

Tanks Installed in Accordance With 

Configuration 3 of Supplemental Type 

Certificate ST00936NY 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 737–700 (IGW) series airplanes. 

This AD requires deactivation or 

modification of PATS Aircraft, LLC, 

auxiliary fuel tanks. This AD results 

from fuel system reviews conducted by 

the manufacturer. We are issuing this 

AD to prevent the potential of ignition 

sources inside fuel tanks, which, in 

combination with flammable fuel 

vapors, could result in fuel tank 

explosions and consequent loss of the 

airplane. 

DATES: This AD is effective October 18, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of October 18, 2010. 

ADDRESSES: For service information 

identified in this AD, contact DeCrane 

Aerospace, PATS Aircraft Systems, 

21652 Nanticoke Avenue, Georgetown, 

Delaware 19947; telephone 302–253– 

6157; fax 302–855–0153; e-mail 

giuseppecoppola@ 

decraneaerospace.com; Internet 

http://www.decraneaerospace.com. 

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 (telephone 800–647–5527) 

is the 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: 

Mazdak Hobbi, Aerospace Engineer, 

Propulsion and Services Branch, ANE– 

173, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7330; fax 

(516) 794–5531. 

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 

certain Model 737–700 (IGW) series 

airplanes. That NPRM was published in 

the Federal Register on February 12, 

2010 (75 FR 6865). That NPRM 

proposed to require deactivation or 

modification of PATS Aircraft, LLC, 

auxiliary fuel tanks. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request To Clarify Configuration 3 

Airplanes Affected 

Global Jet asks what has changed 

regarding Configuration 3 airplanes 

affected by the actions in the NPRM. 

Global Jet states that it received an email 

from the FAA in May 2008, which 

specified that no further action was 

required for its Configuration 3 

airplanes. Global Jet asks why it was in 

compliance with SFAR 88 last year and 

is not in compliance this year, although 

the airplane configuration has not 

changed in any way. PATS recommends 

clarifying that although Configuration 3 

airplanes were excluded from AD 2008– 

22–01, those airplanes are not in 

compliance with the SFAR 88 

regulations. 

We acknowledge the commenters’ 

concerns and provide the following 

clarification. We have received new 

information from a secondary review of 

Configuration 3 airplanes and have 

determined that they are not compliant 

with the SFAR 88 regulations. 

Therefore, those airplanes are included 

in the applicability of this AD. We have 

made no change to the AD in this 

regard. 

Request To Refer to AD 2008–22–01 

PATS Aircraft, LLC (PATS), asks that 

we include a reference to the 

requirements of AD 2008–22–01, 

amendment 39–15696 (73 FR 62872, 

October 22, 2008), in the NPRM. PATS 

states that the information specified in 

the NPRM corrects an error in AD 2008– 

22–01, which incorrectly identifies 

Configuration 3 airplanes as being 


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55456 Federal Register / Vol. 75, No. 176 / Monday, September 13, 2010 / Rules and Regulations 

compliant with Special Federal 

Aviation Regulation No. 88 (SFAR 88) 

requirements. PATS notes that this is 

incorrect since Configuration 3 

airplanes require incorporation of 

DeCrane Aerospace 737–700 IGW 

Service Bulletins ST00936NY–D–28– 

SB–001_K, dated August 25, 2008; and 

ST00936NY–D–28–SB–021_K, dated 

January 8, 2009. PATS adds that an 

alternative method of compliance 

(AMOC) was issued for AD 2008–22–01 

to approve the service bulletins for 

Configuration 3 airplanes. 

We acknowledge the commenter’s 

concern and provide the following. The 

NPRM was issued, in part, to correct the 

error in AD 2008–22–01. That AD 

applies to various transport category 

airplanes equipped with auxiliary fuel 

tanks installed in accordance with 

certain supplemental type certificates, 

and requires deactivation of PATS 

Aircraft, LLC, auxiliary fuel tanks. AD 

2008–22–01 does not require the 

modification specified in the subject 

service information; therefore, since 

Configuration 3 airplanes are included 

in the applicability of this AD, it is not 

necessary to reference the requirements 

of AD 2008–22–01. We have not 

changed the AD in this regard. 

Request To Include Previously Issued 

Service Information 

PATS recommends including the 

DeCrane/PATS service bulletins 

specified in Table 1 of this AD as 

acceptable sources of service 

information for accomplishing the 

actions specified in the NPRM. PATS 

states that the FAA issued an AMOC for 

AD 2008–22–01 approving this service 

information for accomplishing the 

actions on Model 737–700 (IGW) 

airplanes with STC ST00936NY–D, 

Configuration 3. 

We agree with the commenter for the 

reasons provided. We have added a new 

paragraph (h) to this AD to give credit 

for using previous issues of the 

DeCrane/PATS service information to 

accomplish the specified actions. 

Request To Change the Description of 

the Auxiliary Fuel Tanks 

PATS points out that the description 

of the PATS auxiliary fuel tank is 

incorrect in the section of the NPRM 

titled ‘‘Supplemental Type Certificates 

(STCs) for PATS Aircraft, LLC, 

Auxiliary Fuel Tanks.’’ PATS states that 

it has never designed or certified a ‘‘boxand-bladder-type’’ auxiliary fuel tank, 

and provides the following description 

of the PATS auxiliary fuel tank system. 

PATS’ typical auxiliary fuel system (AFS) 

consists of several interconnected auxiliary 

fuel cells located in the aircraft’s cargo holds. 

The cells are constructed of aluminum alloy 

with double walls and mounted on 

longitudinal rails attached to the aircraft’s 

frame. The inner walls serve as the fuel 

storage cell, and the outer walls serve as the 

fuel and fume-proof shroud around the cell. 

The two walls are separated by an openweave honeycomb structure bonded to the 

walls. The cells resemble aircraft cargo 

containers. The individual cells are usually 

arranged in two groups within the forward 

and aft lower cargo holds. These forward and 

aft fuel cell groups operate independently as 

two separate tanks. 

We infer that the commenter requests 

we revise the description of the STC. 

We agree that the description in the 

NPRM requires further clarification. 

However, that section of the preamble of 

the NPRM does not reappear in the final 

rule; therefore, no change to the final 

rule has been made. However, we have 

provided the above clarification to the 

section of the NPRM titled 

‘‘Supplemental Type Certificates (STCs) 

for PATS Aircraft, LLC, Auxiliary Fuel 

Tanks’’ as suggested by PATS. 

Requests To Extend Compliance Time 

Boeing, Global Jet (Global Jet) 

Luxembourg, and Qantas Airways 

(Qantas) ask that the compliance time of 

45 days for accomplishing the actions 

specified in the NPRM be extended. 

Boeing and Global Jet state that the 

impact of the proposed compliance time 

would be disproportionate to the risk, 

and add that there is insufficient 

capacity in the available overhaul 

facilities to accomplish the retrofit 

within 45 days after the effective date of 

the AD. Boeing notes that there are 

similar risks in other ADs and 

recommends using risk-analysis to 

determine a compliance time. Qantas 

states that we should permit a longer 

compliance time for airplanes modified 

in accordance with Revision G (or later) 

of DeCrane Aerospace 737–700 IGW 

Service Bulletin ST00936NY–D–28–SB– 

001, or ST00936NY–D–28–SB–021. 

Qantas suggests the compliance time be 

extended to 12 months after the 

effective date of the AD to allow 

accomplishing the actions during 

regularly scheduled maintenance. 

We agree with the commenters. We 

have extended the compliance time 

specified in paragraph (g) of this AD to 

6 months after the effective date of the 

AD to coincide with the extension given 

in AMOCs for AD 2008–22–01. We find 

that extending the compliance time to 6 

months will not adversely affect safety, 

and will allow the modification to be 

performed during regularly scheduled 

maintenance at a base where special 

equipment and trained maintenance 

personnel will be available if necessary. 

Request To Clarify Levels of 

Configuration 

PATS asks that we clarify the 

configuration levels on Configuration 3 

airplanes and recommends the section 

of the NPRM titled ‘‘Supplemental Type 

Certificates (STCs) for PATS Aircraft, 

LLC, Auxiliary Fuel Tanks’’ be changed 

to include those levels. 

We provide the following 

clarification. Configuration 3 airplanes 

include 3–A, 3–B, 3–C, 3–D, 3–E, 3–F, 

3–G, 3–H, 3–J, 3–K, 3–M, 3–N, 3–P, 3– 

R, 3–S, 3–T, 3–U, 3–V, and 3–W, as 

listed on STC ST00936NY–D. However, 

since the section of the NPRM 

referenced by the commenter does not 

reappear in the final rule, no change to 

this AD is necessary in this regard. 

Request To Increase Cost Estimate in 

Costs of Compliance Section of This AD 

Boeing asks that we change the Costs 

of Compliance section of the NPRM. 

Boeing states that the economic impact 

specified in the NPRM fails to account 

for the total economic costs of 

compliance. Boeing estimates the costs 

to be approximately $300,000 for service 

bulletin parts kits and $120,000 in labor 

(estimated 1,600 work hours of labor at 

$75/hour), plus other unplanned costs 

for air transportation while these 

airplanes are out of service for the 

modification. Boeing adds that the cost 

per airplane would exceed $400,000 

even in the most optimistic and efficient 

modification scenarios. 

We agree that the number of work 

hours required for the modification is 

higher than our estimate. The estimate 

in the NPRM only included the costs for 

deactivation of the auxiliary fuel tanks. 

Therefore, the cost impact information, 

below, has been revised to include the 

cost for accomplishing the modification. 

The economic analysis, however, is 

limited only to the cost of actions 

actually required by the rule. It does not 

consider the costs of ‘‘on-condition’’ 

actions (e.g., ‘‘repair, if necessary’’) 

because, regardless of AD direction, 

those actions would be required to 

correct an unsafe condition identified in 

an airplane and ensure operation of that 

airplane in an airworthy condition, as 

required by the Federal Aviation 

Regulations. We have made no further 

change to this final rule regarding this 

issue. 

Explanation of Change to AD 

We have changed paragraph (g)(1) of 

this AD to clarify the terminology 

regarding approval of the deactivation 

procedures. 


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Federal Register / Vol. 75, No. 176 / Monday, September 13, 2010 / Rules and Regulations 55457 

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. 

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 11 

airplanes of U.S. registry. 

We estimate that it will take about 250 

work-hours per product to comply with 

the deactivation of the auxiliary fuel 

tanks. The average labor rate is $85 per 

work-hour. Required parts will cost 

about $10,000 per product. Based on 

these figures, we estimate the cost of the 

deactivation to the U.S. operators to be 

$343,750, or $31,250 per product. 

We estimate that it will take between 

90 and 650 work-hours per product, 

depending on airplane configuration, to 

comply with the modification of the 

auxiliary fuel system. The average labor 

rate is $85 per work-hour. Required 

parts will cost between $182,505 and 

$228,131 per product. Based on these 

figures, we estimate the cost of the 

modification to U.S. operators to be 

between $2,091,705 and $3,117,191, or 

between $190,155 and $283,381 per 

product. 

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), and 

(3) 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 AD: 

2010–19–03 The Boeing Company: 

Amendment 39–16431. Docket No. 

FAA–2010–0037; Directorate Identifier 

2009–NM–240–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective October 18, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–700 (IGW) series 

airplanes, certificated in any category; 

equipped with auxiliary fuel tanks installed 

in accordance with Configuration 3 of 

Supplemental Type Certificate ST00936NY. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. The 

Federal Aviation Administration is issuing 

this AD to prevent the potential of ignition 

sources inside fuel tanks, which, in 

combination with flammable fuel vapors, 

could result in fuel tank explosions and 

consequent loss of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Prevent Usage of Auxiliary Fuel Tanks or 

Modify Auxiliary Fuel System 

(g) Within 6 months after the effective date 

of this AD: Accomplish the requirements 

specified in paragraph (g)(1) or (g)(2) of this 

AD. 

(1) Deactivate the auxiliary fuel tanks, in 

accordance with a deactivation procedure 

approved by the Manager, New York Aircraft 

Certification Office (ACO). For any 

deactivation procedure to be approved, it 

must be shown that following deactivation, 

any auxiliary tank component that remains 

on the airplane must be secured and must be 

shown to meet the certification basis of the 

airplane. Deactivation must not result in the 

need for additional instructions for 

continued airworthiness. 

Note 1: Appendix A of this AD provides 

criteria that should be included in the 

deactivation procedures. The proposed 

deactivation procedures should be submitted 

to the Manager, New York ACO, as soon as 

possible to ensure timely review and 

approval. 

Note 2: For technical information, contact 

Mazdak Hobbi, Aerospace Engineer, 

Propulsion and Services Branch, ANE–173, 

FAA, New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, New York 11590; 

telephone 516–228–7330; fax 516–794–5531. 

(2) Modify the auxiliary fuel system by 

doing all the applicable actions in 

accordance with the Accomplishment 

Instructions of DeCrane Aerospace 737–700 

IGW Service Bulletin ST00936NY–D–28–SB– 

001_K, dated August 25, 2008; and DeCrane 

Aerospace 737–700 IGW Service Bulletin 

ST00936NY–D–28–SB–021_K, dated January 

8, 2009. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(h) Actions accomplished before the 

effective date of this AD according to the 

service information identified in Table 1 of 

this AD, are considered acceptable for 

compliance with the corresponding actions 

specified in paragraph (g)(2) of this AD. 


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55458 Federal Register / Vol. 75, No. 176 / Monday, September 13, 2010 / Rules and Regulations 

TABLE 1—CREDIT SERVICE INFORMATION

Service Bulletin Revision Date 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–001lG ......................... G ................................................. March 27, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–001lH ......................... H ................................................. May 16, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–001lJ .......................... J .................................................. July 24, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lD ......................... D ................................................. October 31, 2007. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lE ......................... E .................................................. December 7, 2007. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lF ......................... F .................................................. February 7, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lG ......................... G ................................................. March 14, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lH ......................... H ................................................. July 24, 2008. 

DeCrane Aerospace 737–700 IGW ST00936NY–D–28–SB–021lJ .......................... J .................................................. August 25, 2008. 

DeCrane Aircraft 737–700IGW ST00936NY–28–SB–001lIR ................................... Initial Release ............................. September 3, 2004. 

DeCrane Aircraft 737–700 IGW ST00936NY–28–SB–001lA ................................... A .................................................. September 15, 2004. 

DeCrane Aircraft 737–700 IGW ST00936NY–28–SB–001lB ................................... B .................................................. October 26, 2004. 

DeCrane Aircraft 737–700 IGW ST00936NY–28–SB–001lC ................................... C ................................................. November 4, 2004. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–001lD .................................... D ................................................. August 8, 2007. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–001lE .................................... E .................................................. January 8, 2008. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–001lF .................................... F .................................................. February 5, 2008. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–021lIR ................................... Initial Release ............................. January 31, 2007. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–021lA .................................... A .................................................. May 17, 2007. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–021lB .................................... B .................................................. July 3, 2007. 

PATS Aircraft 737–700 IGW ST00936NY–D–28–SB–021lC .................................... C ................................................. August 8, 2007. 

Reporting Requirement 

(i) Within 45 days after the effective date 

of this AD, submit a report to the Manager, 

New York ACO. The report must include the 

information listed in paragraphs (i)(1), (i)(2), 

and (i)(3) of this AD. Under the provisions of 

the Paperwork Reduction Act (44 U.S.C. 3501 

et seq.), the Office of Management and 

Budget (OMB) has approved the information 

collection requirements contained in this AD, 

and assigned OMB Control Number 2120– 

0056. 

(1) The airplane registration and operation 

status. 

(2) The usage frequency in terms of total 

number of flights per year and total number 

of flights per year for which the auxiliary 

tank is used. 

(3) Method of complying with paragraph 

(g)(1) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, New York ACO, ANE– 

170, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. Send 

information to ATTN: Program Manager, 

Continuing Operational Safety, FAA, New 

York ACO, 1600 Stewart Avenue, Suite 410, 

Westbury, New York 11590; telephone 516– 

228–7300; fax 516–794–5531. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Material Incorporated by Reference 

(k) You must use DeCrane Aerospace 737– 

700 IGW Service Bulletin ST00936NY–D–28– 

SB–001_K, dated August 25, 2008; and 

DeCrane Aerospace 737–700 IGW Service 

Bulletin ST00936NY–D–28–SB–021_K, dated 

January 8, 2009; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact DeCrane Aerospace, PATS 

Aircraft Systems, 21652 Nanticoke Avenue, 

Georgetown, Delaware 19947; telephone 302– 

253–6157; fax 302–855–0153; e-mail 

giuseppecoppola@decraneaerospace.com; 

Internet http://www.decraneaerospace.com. 

(3) 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. 

(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/ 

code_of_federal_regulations/ibr

_locations.html. 

Appendix A 

Deactivation Criteria 

The auxiliary fuel tank deactivation 

procedures required by paragraph (g)(1) of 

this AD should address the following actions. 

(1) Permanently drain auxiliary fuel tanks, 

and clear them of fuel vapors to eliminate the 

possibility of out-gassing of fuel vapors from 

the emptied auxiliary tank. 

(2) Disconnect all electrical connections 

from the fuel quantity indication system 

(FQIS), fuel pumps if applicable, float 

switches, and all other electrical connections 

required for auxiliary tank operation, and 

stow them at the auxiliary tank interface. 

(3) Disconnect all pneumatic connections if 

applicable, cap them at the pneumatic 

source, and secure them. 

(4) Disconnect all fuel feed and fuel vent 

plumbing interfaces with airplane original 

equipment manufacturer (OEM) tanks, cap 

them at the airplane tank side, and secure 

them in accordance with a method approved 

by the FAA; one approved method is 

specified in AC 25–8 Auxiliary Fuel System 

Installations. In order to eliminate the 

possibility of structural deformation during 

cabin decompression, leave open and secure 

the disconnected auxiliary fuel tank vent 

lines. 

(5) Pull and collar all circuit breakers used 

to operate the auxiliary tank. 

(6) Revise the weight and balance 

document, if required, and obtain FAA 

approval. 

(7) Amend the applicable sections of the 

applicable airplane flight manual (AFM) to 

indicate that the auxiliary fuel tank is 

deactivated. Remove auxiliary fuel tank 

operating procedures to ensure that only the 

OEM fuel system operational procedures are 

contained in the AFM. Amend the 

Limitations Section of the AFM to indicate 

that the AFM Supplement for the STC is not 

in effect. Place a placard in the flight deck 

indicating that the auxiliary tank is 

deactivated. The AFM revisions specified in 

this paragraph may be accomplished by 

inserting a copy of this AD into the AFM. 

(8) Amend the applicable sections of the 

applicable flight crew operating manual and 

airplane maintenance manual to remove 

auxiliary tank maintenance procedures. 

(9) After the auxiliary fuel tank is 

deactivated, accomplish procedures such as 

leak checks and pressure checks deemed 

necessary before returning the airplane to 

service. These procedures must include 

verification that the airplane FQIS and fuel 

distribution systems have not been adversely 

affected. 

(10) Revise the instructions for continued 

airworthiness, as required, after deactivation. 


srobinson on DSKHWCL6B1PROD with RULES
Federal Register / Vol. 75, No. 176 / Monday, September 13, 2010 / Rules and Regulations 55459 

(11) Include with the operator’s proposed 

procedures any relevant information or 

additional steps that are deemed necessary 

by the operator to comply with the 

deactivation and return the airplane to 

service. 

Issued in Renton, Washington, on 

September 3, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–22679 Filed 9–10–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0217; Directorate 

Identifier 2009–NE–23–AD; Amendment 39– 

16427; AD 2010–18–13] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney (PW) PW4000 Series Turbofan 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for PW 

PW4052, PW4056, PW4060, PW4062, 

PW4062A, PW4074, PW4077, 

PW4077D, PW4084D, PW4090, 

PW4090–3, PW4152, PW4156A, 

PW4158, PW4164, PW4168, PW4168A, 

PW4460, and PW4462 turbofan engines. 

This AD requires initial and repetitive 

fluorescent penetrant inspections (FPI) 

for cracks in the blade locking and 

loading slots of the high-pressure 

compressor (HPC) drum rotor disk 

assembly. This AD results from reports 

of cracked locking and loading slots in 

the HPC drum rotor disk assembly. We 

are issuing this AD to detect cracks in 

the locking and loading slots in the HPC 

drum rotor disk assemblies, which 

could result in rupture of the HPC drum 

rotor disk assembly and damage to the 

airplane. 

DATES: This AD becomes effective 

October 18, 2010. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulations as 

of October 18, 2010. 

ADDRESSES: You can get the service 

information identified in this AD from 

Pratt & Whitney, 400 Main St., East 

Hartford, CT 06108; telephone (860) 

565–7700; fax (860) 565–1605. 

The Docket Operations office is 

located at Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

FOR FURTHER INFORMATION CONTACT: Rose 

Len, Aerospace Engineer, Engine 

Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

e-mail: rose.len@faa.gov; telephone 

(781) 238–7772; fax (781) 238–7199. 

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 with 

a proposed AD. The proposed AD 

applies to PW PW4000 series turbofan 

engines. We published the proposed AD 

in the Federal Register on March 25, 

2010 (75 FR 14375). That action 

proposed to require initial and 

repetitive FPI for cracks in the blade 

locking and loading slots of the HPC 

drum rotor disk assembly. 

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, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Concur With the AD as Proposed 

Two commenters, United Services 

and Boeing, concurred with the AD as 

proposed. 

Request To Reference the Latest Service 

Bulletin (SB) 

One commenter, a private citizen, 

requested that we reference the latest SB 

in the AD, which is Pratt & Whitney SB 

No. PW4G–112–72–264, Revision 2, 

dated February 23, 2010. 

We agree. We changed the AD to use 

the most current version of the SB. 

Request To Change the Inspection 

Compliance Time 

One commenter, Delta Tech Ops, 

requested that we change the inspection 

compliance time to be done only when 

all of the blades of a specific stage are 

removed, rather than when any of the 

blades from a specific stage are 

removed, as written in the proposed AD. 

The commenter states that doing the 

inspection when any blades are 

removed is an added maintenance 

burden. 

We do not agree. Our risk assessment 

establishes that, because the rotating 

life-limited parts addressed by this AD 

action have a known cracking problem, 

the parts must be inspected at the times 

stated in the AD. Inspection can be done 

without removing all of the blades, by 

sliding remaining installed blades to 

expose the locking and loading slots for 

local fluorescent penetrant inspection. 

We did not change the AD. 

Engine Model Removed 

Since we issued the proposed AD, we 

became aware that we inadvertently 

listed engine model PW4156. We 

removed that engine model from the 

AD. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

1,038 engines installed on airplanes of 

U.S. registry. We also estimate that it 

will take about 1 work-hour per engine 

to perform the actions, and that the 

average labor rate is $85 per work-hour. 

No parts are required. Based on these 

figures, we estimate the total cost of the 

AD to U.S. operators to be $88,230. 

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. 


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