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

50 titles pursuant to 44 U.S.C. 1510.

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Rules and Regulations Federal Register

26233 

Vol. 78, No. 87 

Monday, May 6, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1231; Directorate 

Identifier 2011–NM–088–AD; Amendment 

39–17418; AD 2013–08–01] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737–600, 

–700, –700C, –800, –900, and –900ER 

series airplanes. This AD was prompted 

by reports of damaged fire seals on the 

forward edge of the thrust reverser. This 

AD requires inspecting to detect damage 

to the upper fire seals on the forward 

edge of the thrust reverser, where the 

fire seal contacts the 12-o’clock engine 

strut, and for correct stiffness and vent 

holes, and doing corrective actions if 

necessary; and installing a bracket for 

the fire seal. We are issuing this AD to 

detect and correct damage to the fire 

seals, which could allow airflow into 

the engine fire zone and could degrade 

the ability to extinguish an engine fire. 

DATES: This AD is effective June 10, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 10, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Sue 

Lucier, Aerospace Engineer, Propulsion 

Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6438; fax: 

425–917–6590; email: 

Suzanne.Lucier@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 November 18, 2011 (76 FR 

71472). That NPRM proposed to require 

inspecting to detect damage to the upper 

fire seals on the forward edge of the 

thrust reverser, where the fire seal 

contacts the 12-o’clock engine strut, and 

for correct stiffness and vent holes, and 

doing corrective actions if necessary; 

and installing a bracket for the fire seal. 

Revised Service Information 

Since we published the NPRM (76 FR 

71472, November 18, 2011), Boeing has 

issued Special Attention Service 

Bulletin 737–78–1086, Revision 1, dated 

May 15, 2012. That revision removes 

one airplane from the effectivity, 

updates and corrects certain 

illustrations and procedures, and states 

that no more work is necessary on 

airplanes changed in accordance with 

the original issue (Boeing Special 

Attention Service Bulletin 737–78– 

1086, dated October 6, 2010), which was 

specified as the appropriate source of 

service information in the NPRM. 

We have accordingly changed 

paragraphs (g), (g)(1), and (g)(2) of this 

final rule to specify Boeing Special 

Attention Service Bulletin 737–78– 

1086, Revision 1, dated May 15, 2012; 

added paragraph (i) of this AD to give 

credit for actions done before the 

effective date of this AD using Boeing 

Special Attention Service Bulletin 737– 

78–1086, dated October 6, 2010; and 

reidentified subsequent paragraphs. 

However, the revised service bulletin, 

Boeing Special Attention Service 

Bulletin 737–78–1086, Revision 1, dated 

May 15, 2012, contains two errors, as 

follows: 

• Figure 10, Sheet 3 of 3: Note row (a) 

of the table shown in Figure 10, 

incorrectly refers the reader to ‘‘(a)’’ 

instead of Note row (b). 

• Figures 6, 7, 15, and 16, all Sheet 

2 of 3, all View B: These illustrations 

show the top fastener to be removed in 

the center of three fasteners in order to 

remove the retainer. However, these 

three fasteners are adjustable sustained 

preload (ASP) fasteners that do not 

require removal for this action. View B 

also incorrectly shows the location of 

the top rivet hole, which is actually 

below the row of ASP fasteners. These 

errors in those figures affect the actions 

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

The other instructions in the figures are 

correct. 

To clarify the correct actions for 

paragraph (g)(2) of this AD, we have 

added paragraph (h) to this AD to 

describe these differences, and Figures 1 

through 4 of this AD to show the correct 

fastener and rivet hole information. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 71472, 

November 18, 2011) and the FAA’s 

response to each comment. 

Request To Change the Unsafe 

Condition Statement 

Boeing requested that we rephrase the 

unsafe condition described in the 

Summary and paragraph (e) of the 

NPRM (76 FR 71472, November 18, 

2011). The commenter stated that 

damage to the fire seals or low stiffness 


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is the unsafe condition because either 

condition could allow increased airflow 

into the engine core compartment, 

which could reduce fire extinguishing 

concentrations. Boeing further stated 

that it has received no reports of damage 

to adjacent structure due to fire seal 

damage, but has received reports of 

damage to insulation blankets adjacent 

to the fire seal damage; it received no 

reports of damage with sealed blankets. 

We agree to revise the unsafe 

condition statements for the reasons 

given, and have changed the Summary 

and paragraph (e) of this AD 

accordingly. 

Request for Terminating Action 

Statement 

American Airlines (AAL) requested 

that the NPRM (76 FR 71472, November 

18, 2011) include a statement indicating 

that performing the required actions 

terminates the AD’s requirements. AAL 

stated that fire seal inspections have 

regular maintenance requirements 

scheduled under Maintenance Review 

Board (MRB) items 78–090 and –100, 

which adequately monitor ongoing 

serviceability. 

We agree with AAL’s request for the 

reason given. We have added the words 

‘‘one-time,’’ which accurately describes 

the general visual inspection required 

by paragraph (g) of this AD. Because 

paragraphs (g)(1) and (g)(2) refer to the 

paragraph (g) inspection, those 

paragraphs need no change. 

Request To Extend the Compliance 

Time 

AAL requested that the compliance 

time in paragraph (g) of the NPRM (76 

FR 71472, November 18, 2011) be 

extended to 72 months from the date of 

the NPRM (76 FR 71472, November 18, 

2011), rather than 36 months. AAL 

stated that the longer compliance time 

would eliminate an undue burden on 

operators by better coinciding with their 

heavy checks, and that the added time 

needed to replace or reseal the upper 

support flange on-wing affects their 

tighter C-check schedules. Further, the 

MRB seal inspections maintain an 

acceptable safety level. 

We do not agree to extend the 

compliance time. The proposed 

compliance time of 36 months after the 

AD effective date, will be well after the 

manufacturer’s recommended action 

time of 36 months after the original 

issue date of Boeing Special Attention 

Service Bulletin 737–78–1086, dated 

October 6, 2010. 

In developing an appropriate 

compliance time for this action, we 

considered the urgency associated with 

the subject unsafe condition, the 

availability of required parts, and the 

practical aspect of accomplishing the 

required inspection within a period of 

time that corresponds to the normal 

scheduled maintenance for most 

affected operators. However, under the 

provisions of paragraph (j) of this final 

rule, we will consider requests for 

approval of an extension of the 

compliance time if sufficient data are 

submitted to substantiate that the new 

compliance time would provide an 

acceptable level of safety. We have not 

changed the AD in this regard. 

Request To Change Cost Information 

AAL requested that we increase the 

labor time in the ‘‘Costs of Compliance’’ 

section of the NPRM (76 FR 71472, 

November 18, 2011) to reflect the 

additional two work shifts needed for 

installation and cure time, plus the 

material cost of the new flange 

insulation. AAL stated that it 

prototyped the actions specified in 

Boeing Special Attention Service 

Bulletin 737–78–1086, dated October 6, 

2010, and found that it added 

significant time to the light C-check, 

mostly due to a minimum of five work 

shifts to install and cure the flange 

insulation, during which time no rigging 

or operating of flight controls could be 

done. 

We agree to revise the cost 

information as follows, based on the 

new service information discussed in 

the ‘‘New Service Information’’ section 

above: ‘‘Labor cost’’ increased to 28 

work-hours (14 hours per engine), and 

‘‘Parts cost’’ to $2,494 ($1,247 per 

engine). The ‘‘on-condition costs’’ 

remain unchanged. 

Request To Include Later FAAApproved Service Bulletin Revisions 

AAL requested that we allow 

compliance by any later FAA-approved 

revisions to Boeing Special Attention 

Service Bulletin 737–78–1086, Revision 

1, dated May 15, 2012. 

We disagree to refer to later revisions 

to service information, because when 

referring to a specific service bulletin in 

an AD, we cannot use the phrase, ‘‘or 

later FAA-approved revisions,’’ due to 

Office of the Federal Register 

regulations for approving materials that 

are incorporated by reference. However, 

operators may request approval to use a 

later revision of the referenced service 

bulletin as an alternative method of 

compliance, under the provisions of 

paragraph (j) of the final rule. We have 

not changed the AD in this regard. 

Request To Exclude Certain Parts of the 

Service Information 

AAL stated that Boeing Special 

Attention Service Bulletin 737–78– 

1086, dated October 6, 2010, specifies 

actions that duplicate procedures given 

in the aircraft maintenance manual 

(AMM), or apply only to on-wing 

methods or not removing the thrust 

reverser, and requested that the NPRM 

(76 FR 71472, November 18, 2011) not 

mandate these actions for all airplanes 

and methods when they do not apply, 

or do not address the unsafe condition 

for that airplane. In one example, AAL 

described that if the thrust reverser is 

not removed, only the fire-seal 

compression check of AMM 78–31–12– 

4 or 87–31–01–5 (fire seal removal/ 

installation, and thrust reverser 

adjustment/test, respectively) needs to 

be done, because the vee-blade depth 

and deflection limiter geometry do not 

change. 

We do not agree to exclude certain 

actions specified in the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737– 

78–1086, Revision 1, dated May 15, 

2012, from the requirements of this AD. 

Those instructions do not address 

accomplishing the work off-wing, other 

than stating that it can be done. The 

thrust reverser adjustment is included 

in the steps regardless of how the seal 

flange is installed, because adding the 

additional material in the stack-up 

might affect part fit-up and ultimately 

require re-rigging prior to releasing the 

airplane into service. Further, the 

service bulletin only refers to the AMM 

procedures, which gives operators 

flexibility in doing the work due to 

particular maintenance procedures not 

being mandated. We have not changed 

the AD in this regard. 

Request To Correct Errors in, or Refer 

to, Revised Service Information 

AAL and Boeing submitted examples 

of errors in and corrections needed to 

Boeing Special Attention Service 

Bulletin 737–78–1086, dated October 6, 

2010. AAL requested that the service 

information be corrected or revised, and 

Boeing requested that we incorporate 

Boeing Special Attention Service 

Bulletin 737–78–1086, Revision 1, dated 

May 15, 2012, which Boeing stated 

corrects the items it identified. 

As discussed in the Revised Service 

Information section above, we agree to 

refer to the revised service information, 

including the two differences noted in 

that section. 

Concern for Parts Availability 

AAL stated that there needs to be 

sufficient stock of seals available to 


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support replacements resulting from 

inspections done within the proposed 

compliance time. AAL found that in 

December 2011, the Boeing parts page 

on the Internet showed no available 

stock of the required seals and did not 

show a standard lead time for them, but 

projected dates in February and March 

of 2012. 

We infer that AAL requested that we 

delay issuing the AD until parts are 

available. We received information from 

Boeing that ample parts kits are now 

available to supply the fleet. We have 

not changed the AD in this regard. 

Added Paragraph for Certain 

Alternative Methods of Compliance 

(AMOCs) 

We added new paragraph (j)(3) to this 

AD to allow AMOC requests approved 

by Boeing’s Organization Designation 

Authorization (ODA). 

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/(76 FR 

71472, November 18, 2011) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM/(76 FR 71472, 

November 18, 2011). 

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 968 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

General visual inspection and bracket installation.28 work-hours × $85 per hour = $2,380 ........ $2,494 $4,874 $4,718,032 

We estimate the following costs to do 

necessary repairs and replacements that 

would be required based on the results 

of the inspection. We have no way of 

determining the number of aircraft that 

might need these repairs. 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Drill vent holes (up to 8) ............................................... 1 work-hour × $85 per hour = $85 ............................... $0 $85 

Replace fire seal (up to 4) ............................................ 8 work-hours × $85 per hour = $680 ........................... 8,010 8,690 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2013–08–01 The Boeing Company: 

Amendment 39–17418; Docket No. 

FAA–2011–1231; Directorate Identifier 

2011–NM–088–AD. 

(a) Effective Date 

This AD is effective June 10, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

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

and –900ER series airplanes; certificated in 

any category; line numbers 1 through 3028 

inclusive. 


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(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 78, Engine exhaust. 

(e) Unsafe Condition 

This AD was prompted by reports of 

damaged upper fire seals on the forward edge 

of the thrust reversers. We are issuing this 

AD to detect and correct damage to the fire 

seals, which could allow airflow into the 

engine fire zone and could ultimately 

degrade the ability to extinguish an engine 

fire. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections and Corrective Actions 

Within 36 months after the effective date 

of this AD: Do a one-time general visual 

inspection of the left and right thrust reverser 

halves of each engine for damage to the 

upper fire seal, for stiffness of the upper fire 

seal, and for missing vent holes as applicable, 

in accordance with paragraph 3.B. of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1086, Revision 1, dated May 15, 2012, except 

as required by paragraph (h) of this AD. 

(1) If, during the inspection required by 

paragraph (g) of this AD, no upper fire seal 

damage is found, and the fire seal has the 

correct stiffness: Before further flight, drill 

vent holes if they are missing, and install a 

new bracket behind the upper fire seal 

retainer, in accordance with paragraph 3.B. of 

the Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1086, Revision 1, dated May 15, 2012. 

(2) If, during the inspection required by 

paragraph (g) of this AD, upper fire seal 

damage or insufficient fire seal stiffness is 

found: Before further flight, install a new 

upper fire seal, drill vent holes if they are 

missing, and install a new bracket behind the 

upper fire seal retainer, in accordance with 

paragraph 3.B. of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–78–1086, Revision 1, 

dated May 15, 2012, except as required by 

paragraph (h) of this AD. 

(h) Exceptions to Required Service 

Information 

Where this AD refers to Boeing Special 

Attention Service Bulletin 737–78–1086, 

Revision 1, dated May 15, 2012, the 

following exceptions apply. 

(1) In that service bulletin, where Note row 

(a) of the table shown in Figure 10 refers to 

‘‘(a)’’, it should instead refer to Note row (b). 

(2) Figures 1 and 3 of this AD, titled 

‘‘Fastener Removal of the Retainer Support 

on the Left (Right) Thrust Reverser Half,’’ 

have View B showing the top fastener in the 

center of three adjustable sustained preload 

(ASP) fasteners. That top fastener does not 

require removal in order to remove the 

retainer. The figures in this AD point to the 

correct information for those fasteners. 

(3) Figures 2 and 4 of this AD, titled 

‘‘Installation of the New Bracket behind the 

Retainer Support on the Left (Right) Thrust 

Reverser Half,’’ have View B showing the top 

rivet hole. That rivet hole is actually below 

the row of three ASP fasteners. The figures 

in this AD point to the correct information 

for those rivet holes. 

BILLING CODE 4910–13–P 


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(i) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g), (g)(1), and (g)(2) 

of this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Special Attention Service Bulletin 

737–78–1086, dated October 6, 2010, which 

is not incorporated by reference in this AD. 

(j) 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. 


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(k) Related Information 

For more information about this AD, 

contact Sue Lucier, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: 425–917–6438; fax: 425–917– 

6590; email: Suzanne.Lucier@faa.gov. 

For service information identified in this 

AD, contact Boeing Commercial Airplanes, 

Attention: Data & Services Management, P.O. 

Box 3707, MC 2H–65, Seattle, Washington 

98124–2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Special Attention Service 

Bulletin 737–78–1086, Revision 1, dated May 

15, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

5680; Internet https:// 

www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. For 

information on the availability of this 

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

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

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

Issued in Renton, Washington, on April 3, 

2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–08992 Filed 5–3–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1172; Directorate 

Identifier 2012–CE–040–AD; Amendment 

39–17447; AD 2013–04–08 R1] 

RIN 2120–AA64 

Airworthiness Directives; Diamond 

Aircraft Industries GmbH Powered 

Gliders 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are revising an 

airworthiness directive (AD) for certain 

Diamond Aircraft Industries GmbH 

Models HK 36 R, HK 36 TS, and HK 36 

TTS powered gliders. AD 2013–04–08 

required replacement of each elevator 

bell crank assembly and elevator bell 

crank mount. This AD retains the 

actions of AD 2013–04–08 but decreases 

gliders in the Applicability by removing 

the Model H–36 from the Applicability. 

This AD was prompted by reports of 

installation of an unsuitable self-locking 

nut on the bell crank of the elevator 

push rod that can cause failure of the 

elevator, resulting in loss of control. We 

are issuing this AD to correct the unsafe 

condition on these products. 

DATES: This final rule is effective May 6, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 9, 2013 (78 FR 14160, March 

5, 2013). 

We must receive any comments on 

this AD by June 20, 2013. 

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, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, Diamond Aircraft Industries 

GmbH, N.A. Otto-Stra+e 5, A–2700 

Wiener Neustadt, Austria, telephone: 

+43 2622 26700; fax: +43 2622 26780; 

email: office@diamond-air.at; Internet: 

www.diamond-air.at/hk36_super_

dimona+M52087573ab0.html. You may 

review copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

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 street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Mike Kiesov, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 

329–4090; email: mike.kiesov@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On February 14, 2013, we issued AD 

2013–04–08, amendment 39–17365 (78 

FR 14160, March 5, 2013), for all 

Diamond Aircraft Industries GmbH 

Models HK 36 R, HK 36 TS, and HK 36 

TTS powered gliders. That AD requires 

replacement of the elevator bell crank 

assembly and elevator bell crank mount. 

That AD resulted from installation of an 

unsuitable self-locking nut on the bell 

crank of the elevator push rod that can 

cause failure of the elevator, resulting in 

loss of control. We issued that AD to 

require actions to address the unsafe 

condition on these products. 

Actions Since AD Was Issued 

Since we issued AD 2013–04–08 (78 

FR 14160, March 5, 2013), it was 

determined that Model H–36 airplanes 

do not have the elevator control and 

bellcrank assembly part numbers 

associated with the unsafe condition of 

this AD. Since Model H–36 airplanes do 

not have the unsafe condition, it is not 

necessary or possible for those airplanes 

to comply with this AD, so we are 

removing the Model H–36 from the 

Applicability section. 

Relevant Service Information 

We reviewed Diamond Aircraft 

Industries GmbH Mandatory Service 

Bulletin MSB 36–108, dated February 

28, 2012; and Diamond Aircraft 


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