Federal Register / Vol. 77, No. 54 / Tuesday, March 20, 2012 / Rules and Regulations 16139 

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): 

2012–05–01 Eurocopter France: 

Amendment 39–16973; Docket No. 

FAA–2011–0454; Directorate Identifier 

2009–SW–54–AD. 

(a) Applicability 

This AD applies to Model SA–365C, SA– 

365C1, SA–365C2, SA–365N, SA–365N1, 

AS–365N2, AS 365 N3, and SA–366G1 

helicopters, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

deterioration and failure of Starflex star arm 

ends. These deteriorations generated highamplitude vibrations in flight requiring 

precautionary landings. These deteriorations 

are due to the strong effect of temperature on 

the strength of the bush-to-Starflex star arm 

end attachment and require modification of 

the frequency adapters and the frequency 

adapter bushes to improve the ventilation in 

the area on the star arm end. This condition 

could result in failure of the star arm end, 

severe vibration, and subsequent loss of 

control of the helicopter. 

(c) Effective Date 

This AD becomes effective April 24, 2012. 

(d) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(e) Required Actions 

(1) For a main rotor head frequency 

adapter, pre MOD 0762C39, within 110 hours 

time-in-service (TIS), remove the main rotor 

blades, modify the frequency adapters and 

bushes, and change the part number of the 

frequency adapter as shown in Figures 1 

through 5 and by following the 

Accomplishment Instructions, paragraph 

2.B.2., of Eurocopter Emergency Alert Service 

Bulletin (EASB) No. 62.00.24 for the Model 

SA–365N, N1, AS–365N2, and AS 365 N3; 

No. 62.14 for the Model SA–366G1; and No. 

65.45 for the Model SA–365C, C1, and C2 

helicopters; all dated November 23, 2006. 

This modification is MOD 0762C39. 

(2) For each main rotor head frequency 

adapter modified per MOD 0762C39, within 

10 hours TIS, unless accomplished 

previously, and thereafter at intervals not to 

exceed 10 hours TIS, inspect to determine 

whether the safety wire is in place on the 

trailing edge of the frequency adapter and 

whether the holes in the frequency adapters 

and the frequency adapter bushes, as shown 

in Figure 5 of the EASB for your model 

helicopter, are blocked. 

(i) If the lockwire is missing from the 

trailing edge of the frequency adapter, before 

further flight, reposition the bush if it has 

turned and install more safety wire. 

(ii) If a hole is blocked, before further 

flight, unblock the hole. 

(3) Before installing a frequency adapter or 

bush, modify the frequency adapter or bush 

and change the part number in accordance 

with paragraph (e)(1) of this AD. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, DOT/FAA Southwest Region, FAA, 

may approve AMOCs for this AD. Send your 

proposal to: Gary Roach, ASW–111, Aviation 

Safety Engineer, Rotorcraft Directorate, 

Regulations and Guidance Group, 2601 

Meacham Blvd., Fort Worth, Texas 76137, 

telephone (817) 222–5130, fax (817) 222– 

5961, email gary.b.roach@faa.gov. 

(2) For operations conducted under a Part 

119 operating certificate or under Part 91, 

Subpart K, we suggest that you notify your 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office or certificate holding 

district office, before operating any aircraft 

complying with this AD through an AMOC. 

(g) Additional Information 

(1) The Eurocopter EASB contains four 

different EASB numbers; three (Nos. 

62.00.24, 62.14, and 65.45) apply to different 

civil Eurocopter model helicopters; and one 

(No. 62.00.10) only applies to non-FAA typecertificated military Model 565 helicopters 

and is not incorporated by reference. You 

may review a copy of the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 2601 

Meacham Blvd., Room 663, Fort Worth, 

Texas 76137. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency Emergency 

AD No. 2006–0362–E, dated November 30, 

2006. 

(h) Subject 

Joint Aircraft System/Component (JASC) 

Code 5311: Main Rotor Head. 

(i) Material Incorporated by Reference 

(1) 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. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Eurocopter Emergency Alert Service 

Bulletin (EASB) No. 62.00.24 (for the civil 

Model SA–365 N, AS–365N1, AS–365N2, 

and AS 365 N3), Revision 0, dated November 

23, 2006 

(ii) Eurocopter EASB No. 62.14 (for the 

civil Model SA–366G1), Revision 0, dated 

November 23, 2006 

(iii) Eurocopter EASB No. 65.45 (for the 

Model SA–365C, C1, and C2), Revision 0, 

dated November 23, 2006 

Note to paragraph (i)(2): These service 

bulletins were issued together as one 

document along with Eurocopter EASB No. 

62.00.10 (for the non-FAA type certificated 

military Model 565 helicopters), which is not 

incorporated by reference. 

(3) For service information identified in 

this AD, contact American Eurocopter 

Corporation, 2701 Forum Drive, Grand 

Prairie, Texas 75053–4005, telephone (800) 

232–0323, fax (972) 641–3710 or at http:// 

www.eurocopter.com. 

(4) You may review copies 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. 

Issued in Fort Worth, Texas, on February 

24, 2012. 

Lance T. Gant, 

Acting Manger, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–5622 Filed 3–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1095; Directorate 

Identifier 2008–NE–34–AD; Amendment 39– 

16924; AD 2012–02–01] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney (PW) Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Pratt & 

Whitney (PW) PW2037, PW2037(M), 

and PW2040 turbofan engines with 

certain fan blades with a cutback 

leading edge, installed. This AD was 

prompted by reports from PW that fan 

blade leading edge erosion can result in 

a fan thrust deterioration mode (FTDM) 

condition, a condition that cannot be 

detected by the crew, and that reduces 

the engine’s capability of producing 

required thrust. This AD requires initial 

and repetitive maintenance to the 

leading edge of cutback fan blades or 

applying performance decrements as 

specified in the Airplane Flight Manual. 


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16140 Federal Register / Vol. 77, No. 54 / Tuesday, March 20, 2012 / Rules and Regulations 

We are issuing this AD to correct 

undetectable fan thrust deterioration on 

these PW products. 

DATES: This AD is effective April 24, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of April 24, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Pratt & 

Whitney, 400 Main St., East Hartford, 

CT 06108; phone: (860) 565–8770; fax: 

(860) 565–4503 or Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; phone: (206) 

544–5000, extension 1; fax: (206) 766– 

5680; email: me.boecom@boeing.com; 

Internet: https:// 

www.myboeingfleet.com. You may 

review copies of the referenced 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. 

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: Ian 

Dargin, Aerospace Engineer, Engine 

Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: (781) 238–7178; fax: (781) 238– 

7199; email: ian.dargin@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 March 25, 2010 (75 FR 

14377). That NPRM proposed to require 

initial and repetitive maintenance to 

restore the leading edge contour of 

PW2000 fan blade part numbers (P/Ns) 

1B6531, 1B6231–001, or 1A9031–001 

(fan blade set P/Ns 1B6521, 1B6221– 

001, and 1A9721–001). 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on our proposal and the FAA’s 

response to each comment. 

Request for Additional Alternative 

Methods of Compliance (AMOCs) 

Three commenters, UPS, Cheshire 

Engine Center, and Delta Tech Ops, 

asked us to include Engine Manual, 

1A6231, Chapter/Section 72–31–12, 

Repair-18, and PW Service Bulletin (SB) 

PW2000 72–513, Revision 4, dated 

August 20, 1997, as an AMOC to the 

AD. The commenters stated that Repair18 is a bench repair that removes 

erosion damage and restores the leading 

edge contour on fan blades with cutback 

leading edges. The commenters stated 

that Repair-18 results in a restored 

leading edge similar to Repair-14, which 

is already included in the proposed rule 

as an AMOC. The commenters stated 

that Repair-14 is a patch weld repair 

used to restore the cutback leading edge. 

We agree that Repair-18 and PW SB 

PW2000 72–513, Revision 4, dated 

August 20, 1997 are acceptable methods 

of resolving the fan thrust deterioration. 

We changed paragraph (f) of the AD to 

include Pratt & Whitney PW2037, 

PW2040, PW2240, PW2337 Turbofan 

Engine Manual, Part No. 1A6231, 

Chapter/Section 72–31–12, Repair-14 

and Repair-18, and PW SB PW2000 72– 

513, Revision 4, dated August 20, 1997, 

as additional methods with which to 

comply with this AD. 

One commenter, The Boeing 

Company (Boeing), asked us to add 

Airplane Flight Manual (AFM) 

D631N007, Section 1, page 11, Code 

0P00 (Operation with Cutback Fan 

Blades) to the AMOC already published 

in the NPRM. The commenter stated 

that the performance adjustments for the 

PW2000 series engines that are installed 

on 757–300 airplanes are not in AFM 

D631N002, Appendix 24. They are in 

AFM D631N007, Section 1, Code 0P00. 

We partially agree. We changed 

paragraph (f) of this AD to include 

‘‘Boeing 757 Airplane Flight Manual 

(AFM), Document D631N002’’ and 

‘‘Boeing 757 Airplane Flight Manual, 

Document D631N007’’ as additional 

methods with which to comply with 

this AD. We also changed paragraphs 

(f)(1)(vi) and (f)(1)(vii) of this AD to 

clarify that the method of compliance 

with those paragraphs is to revise the 

AFM. In addition, we changed 

paragraph (f)(3) of this AD to provide for 

removing certain information from the 

AFM when that information is included 

in the general revisions of the AFM. We 

coordinated all changes to the AFM 

with the FAA Transport Airplane 

Directorate. 

One commenter, Delta Tech Ops, 

asked us to include PW SB PW2000 72– 

737 in the Alternative Methods of 

Compliance section. The commenter 

stated that PW SB PW2000 72–737 

modifies the cutback fan blades affected 

by the AD to the non-cutback 

configuration. 

We disagree. If the cutback fan blades 

affected by the AD are modified to 

return them to the non-cutback 

configuration, they are no longer 

affected by this AD. This AD only 

applies to fan blade, P/Ns 1B6531, 

1B6231–001, or 1A9031–001 (fan blade 

set P/Ns 1B6521, 1B6221–001, and 

1A9721–001), with a cutback leading 

edge. We didn’t change the AD. 

Request To Clarify Compliance Time 

Two commenters, United Airlines and 

Delta Tech Ops, asked us to clarify that 

the AD repair doesn’t have to be 

performed immediately if the blade 

leading edge has recently been cutback 

or restored. The commenters made this 

request to recognize that some blade 

leading edges have been recently 

cutback using PW SB PW2000 72–513 

or restored using engine manual Repair14 or Repair-18. 

We agree. This AD is to ensure that 

cutback blades are repaired within 1,000 

cycles-in-service after the last leading 

edge restoration. We changed paragraph 

(f) to ‘‘Within 500 cycles-in-service (CIS) 

after the effective date of this AD or 

within 1,000 CIS after the last leading 

edge restoration, whichever occurs later, 

do one of the following.’’ 

Request To Allow Additional Cycles for 

the PW2037 and PW2037(M) Engines 

One commenter, United Airlines, 

asked us to match the compliance time 

in the AD with PW ASB PW2000 A72– 

729 to allow an additional 500 CIS for 

the PW2037 and PW2037(M) engines as 

compared to the compliance time for the 

PW2040 engines. 

We disagree. The additional 500 CIS 

allowed for PW2037 and PW2037(M) 

engines was applicable when the alert 

service bulletin was first published in 

June 2008. This AD is to ensure cutback 

blades are repaired within 1,000 CIS 

after the last leading edge restoration. 

We didn’t change the AD. 

Request To Address Consequence of 

Performing the Cutback Leading Edge 

Repair on a Non-Cutback Blade 

One commenter, United Airlines, 

asked us to address the consequence of 

the cutback blade leading edge repair 

being mistakenly performed on a nonVerDate Mar<15>2010 14:59 Mar 19, 2012 Jkt 226001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\20MRR1.SGM 20MRR1

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Federal Register / Vol. 77, No. 54 / Tuesday, March 20, 2012 / Rules and Regulations 16141 

cutback blade. The commenter felt that 

because of overlap in dimensional 

requirements, discerning a cutback 

blade from a non-cutback blade either 

visually or by measuring the chord 

length, is difficult. The commenter also 

stated that the ‘‘cb’’ marking for a 

cutback blade may become illegible after 

engine operation and that the cutback 

blade tooling can fit on non-cutback 

blades and cause damage. 

We disagree. Each operator must 

ensure that their personnel are properly 

trained and certificated to perform this 

maintenance. We didn’t change the AD. 

Eratta 

During review of the comments we 

received, we discovered that we had 

referred to additional methods of 

compliance in the NPRM as Alternative 

Methods of Compliance (AMOCs). 

AMOC, in the aviation industry, has a 

specific and unique meaning. We 

changed the compliance section of this 

AD to indicate that operators may 

choose from several corrective action(s), 

which are additional methods of 

compliance, to resolve the unsafe 

condition. We also emphasized that 

operators must choose one method and 

then they must use the complete 

method. We did not add or remove any 

requirements when we made this 

correction. 

We also rephrased the unsafe 

condition statement to clearly indicate 

the unsafe condition this AD addresses. 

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 480 

engines installed on airplanes of U.S. 

registry. We also estimate that it will 

take about 12 work-hours 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 $489,600 per 

year. 

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): 

2012–02–01 Pratt & Whitney: Amendment 

39–16924; Docket No. FAA–2008–1095; 

Directorate Identifier 2008–NE–34–AD. 

(a) Effective Date 

This AD is effective April 24, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Pratt & Whitney (PW) 

PW2037, PW2037(M), and PW2040 turbofan 

engines with six or more fan blades, part 

numbers (P/Ns) 1B6531, 1B6231–001, or 

1A9031–001 (fan blade set P/Ns 1B6521, 

1B6221–001, and 1A9721–001), with a 

cutback leading edge, installed. 

(d) Unsafe Condition 

This AD was prompted by reports from PW 

that fan blade leading edge erosion can result 

in a fan thrust deterioration mode (FTDM) 

condition, a condition that cannot be 

detected by the crew, and that reduces the 

engine’s capability of producing required 

thrust. We are issuing this AD to correct 

undetectable fan thrust deterioration on these 

PW products. 

(e) 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. 

(f) Restoration of the Fan Blade Leading 

Edge Contour 

(1) Within 500 cycles-in-service (CIS) after 

the effective date of this AD or within 1,000 

CIS after the last leading edge restoration, 

whichever occurs later, do one of the 

following. Whichever method you choose, 

you must implement the method in full. 

(i) For engines installed on the airplane, 

perform the initial restoration using 

Accomplishment Instructions For Engines 

Installed on Aircraft, paragraphs 1. through 

1.T. of PW Alert Service Bulletin (ASB) 

PW2000 A72–729, Revision 2, dated October 

13, 2010. 

(ii) For engines that are not installed on the 

airplane, perform the initial restoration using 

Accomplishment Instructions For Engines 

Not Installed on Aircraft, paragraphs 1. 

through 1.S. of PW ASB PW2000 A72–729, 

Revision 2, dated October 13, 2010. 

(iii) Perform Repair-14, dated February 1, 

2006, from a Pratt & Whitney PW2037, 

PW2040, PW2240, PW2337 Turbofan Engine 

Manual, Part No. 1A6231, Chapter/Section 

72–31–12. 

(iv) Perform Repair-18, dated February 1, 

2004, from a Pratt & Whitney PW2037, 

PW2040, PW2240, PW2337 Turbofan Engine 

Manual, Part No. 1A6231, Chapter/Section 

72–31–12. 

(v) Perform PW Service Bulletin PW2000 

72–513, Revision 4, dated August 20, 1997. 

(vi) Revise the Limitations Section of the 

Boeing 757 Airplane Flight Manual (AFM), 

Document D631N002, to include the 

following limitation. This may be done by 

inserting a copy of this AD into the AFM. 


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16142 Federal Register / Vol. 77, No. 54 / Tuesday, March 20, 2012 / Rules and Regulations 

(vii) Revise the Limitations Section of the 

Boeing 757 Airplane Flight Manual, 

Document D631N007, to include the 

following limitation. This may be done by 

inserting a copy of this AD into the AFM. 

(2) If you chose one of the methods in 

paragraphs (f)(1)(i) through (f)(1)(v) of this 

AD, thereafter, within 1,000 CIS, repeat one 

of the methods in paragraphs (f)(1)(i) through 

(f)(1)(v) of this AD. Whichever method you 

choose, you must implement the method in 

full. 

(3) If you chose one of the methods in 

paragraphs (f)(1)(vi) or (f)(1)(vii) of this AD, 

you have fully complied with the 

requirements of this AD and no further action 

is required. When a statement identical to 

that in paragraph (f)(1)(vi) or (f)(1)(vii) of this 

AD has been included in the Limitations 

Section of the general revisions of the AFM, 

the general revisions may be inserted into the 

AFM, and the copy of this AD may be 

removed from the AFM. 

(g) Alternative Methods of Compliance 

The certification office specified in 

paragraph (g)(1) or (g)(2) of this AD, as 

applicable, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(1) For paragraphs (f)(1)(vi) and (f)(1)(vii) of 

this AD: The Manager, Seattle Aircraft 

Certification Office (ACO), FAA. Send 

information to ATTN: Chris R. Parker, 

Aerospace Engineer, Propulsion Branch, 

ANM–140S, FAA, Seattle ACO, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

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

6590. Information may be emailed to: 9- 

ANM-Seattle-ACO-AMOC-Requests@faa.gov. 

(2) For requirements of paragraphs of this 

AD other than those identified in paragraph 

(g)(1) of this AD: The Manager, Engine 

Certification Office (ECO), FAA. Send 

information to ATTN: Ian Dargin, Aerospace 

Engineer, FAA, ECO, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: (781) 238–7178; fax: (781) 238–7199. 

(h) Related Information 

(i) The Boeing 757 Airplane Flight Manual, 

Document D631N002, and the Boeing 757 

Airplane Flight Manual, Document 

D631N007 pertain to the subject of this AD. 

Contact Boeing Commercial Airplanes, 

Attention: Data & Services Management, P.O. 

Box 3707, MC 2H–65, Seattle, WA 98124– 

2207; phone: (206) 544–5000, extension 1; 

fax: (206) 766–5680; email: 

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

www.myboeingfleet.com, for a copy of this 

service information. 

(ii) For more information about this AD, 

contact Ian Dargin, Engine Certification 

Office, FAA, 12 New England Executive Park, 

Burlington, MA 01803; phone: (781) 238– 

7178; fax: (781) 238–7199; email: 

ian.dargin@faa.gov. 


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(i) 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 on the date 

specified: 

(i) Pratt & Whitney Alert Service Bulletin 

PW2000 A72–729, Revision 2, dated October 

13, 2010, approved for IBR April 24, 2012. 

(ii) Pratt & Whitney Service Bulletin 

PW2000 A72–513, Revision 4, dated August 

20, 1997, approved for IBR April 24, 2012. 

(iii) LPC First Stage Blade Assembly 

Repair-14, dated February 1, 2006, of the 

Pratt & Whitney PW2037, PW2040, PW2240, 

PW2337 Turbofan Engine Manual (‘‘PW2000 

Series Engine Manual’’), Part No. 1A6231, 

revision 102, dated February 1, 2012, 

approved for IBR April 24, 2012. 

(iv) LPC First Stage Blade Assembly 

Repair-18, dated February 1, 2004, of the 

Pratt & Whitney PW2037, PW2040, PW2240, 

PW2337 Turbofan Engine Manual (‘‘PW2000 

Series Engine Manual’’), Part No. 1A6231, 

revision 102, dated February 1, 2012, 

approved for IBR April 24, 2012. 

(2) For service information identified in 

this AD, contact Pratt & Whitney, 400 Main 

St., East Hartford, CT 06108; phone: (860) 

565–8770; fax: (860) 565–4503. 

(3) You may review copies of the service 

information at the FAA, 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 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 Burlington, Massachusetts, on 

January 13, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–6500 Filed 3–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0566; Directorate 

Identifier 2010–NM–271–AD; Amendment 

39–16975; AD 2012–05–03] 

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 747–100, 

747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747– 

400, 747–400D, 747–400F, 747SR, and 

747SP series airplanes. This AD was 

prompted by a design review following 

a ground fire incident and reports of 

flammable fluid leaks from the wing 

leading edge area onto the engine 

exhaust area. This AD requires 

modifying the fluid drain path in the 

leading edge area of the wing. We are 

issuing this AD to prevent flammable 

fluid from leaking onto the engine 

exhaust nozzle, which could result in a 

fire. 

DATES: This AD is effective April 24, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 24, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; phone: 206–544–5000, extension 

1; fax: 206–766–5680; email: 

me.boecom@boeing.com; 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: 

Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6505; fax: 425–917–6590; email: 

Tung.Tran@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 June 14, 2011 (76 FR 34625). 

That NPRM proposed to require 

modifying the fluid drain path in the 

leading edge area of the wing. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 34625, 

June 14, 2011) and the FAA’s response 

to each comment. 

Request To Withdraw NPRM (76 FR 

34625, June 14, 2011) 

KLM Royal Dutch Airlines (KLM) 

requested we reassess the necessity for 

Boeing Special Attention Service 

Bulletin 747–57–2332, dated November 

9, 2010; the NPRM (76 FR 34625, June 

14, 2011); and the future AD. KLM 

stated the Model 747–400 world fleet (as 

reported by Boeing), as well as the KLM 

fleet, has had no problems with the 

issue described by the NPRM; and 

Model 747–400 airplanes have no slat 

cans or comparable mechanical 

construction and are therefore not 

subject to the unsafe condition. KLM 

also stated that modifying the drain path 

away from the pylon on the outboard 

side of the pylon will not result in an 

improvement, since the wing leading 

edge is installed at an angle, so the fuel 

still can flow towards the engine by 

gravity after it exits the drain hole 

(during ground time). KLM also stated 

that the costs, manpower, and 

additional downtime associated with 

the actions in the NPRM are too high for 

KLM, and it is not convinced the actions 

will contribute to any additional safety. 

We infer the commenter wants the 

NPRM (76 FR 34625, June 14, 2011) 

withdrawn. We disagree. The NPRM 


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