80228 Federal Register / Vol. 76, No. 247 / Friday, December 23, 2011 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0904; Directorate 

Identifier 2010–NE–33–AD; Amendment 39– 

16902; AD 2011–27–01] 

RIN 2120–AA64 

Airworthiness Directives; Turbomeca 

Turboshaft Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Turbomeca Arriel 1B turboshaft engines. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as an increase in 

hot gas ingestion and an increase of 

temperature in the gas generator (GG) 

turbine rotor, potentially resulting in 

turbine damage and an uncommanded 

in-flight shutdown. We are issuing this 

AD to prevent over-temperature damage 

of the GG turbine, which could result in 

an uncommanded in-flight engine 

shutdown, and a subsequent forced 

autorotation landing or accident. 

DATES: This AD becomes effective 

January 27, 2012. 

ADDRESSES: 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; 

phone: (781) 238–7772; fax: (781) 238– 

7199; email: rose.len@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 was published in the Federal 

Register on August 31, 2011 (76 FR 

54143). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

During quality inspections in repair centre 

some 2nd stage Nozzle Guide Vanes (NGVs) 

to be installed on Pre TU 148 standard Arriel 

1B were found not conforming to the 

definition. The affected parts had been 

repaired and were found drilled on the rear 

flange instead of the front flange. This 

configuration corresponds to 2nd stage 

Turbine NGVs to be installed on post-TU 148 

standard Arriel 1B engines. This non 

compliance may only be found on post-TU 

76 standard 2nd stage Turbine NGVs (i.e. 

with flexible hub). 

This non compliance would increase hot 

gas ingestion and generate an increase of 

temperature in the Gas Generator (GG) 

turbine rotor, potentially resulting in turbine 

damage and an uncommanded in-flight 

shutdown. 

The corrective action includes daily 

checks for evidence of turbine damage, 

and removal of the engine from service 

before further flight if turbine damage is 

found. The corrective action also 

includes inspecting the configuration of 

the holes in the repaired 2nd stage 

turbine NGV. If the holes are nonconforming, then before further flight 

replacement of the 2nd stage turbine 

NGV, 1st stage turbine disc, and 2nd 

stage turbine disc, with discs eligible for 

installation, is required. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD affects about 20 

Turbomeca Arriel 1B turboshaft engines 

installed on helicopters of U.S. registry. 

We estimate that it will take about 40 

work-hours per engine to inspect a 

repaired 2nd stage turbine NGV for the 

non-conforming hole configuration. We 

also estimate that it will take about 60 

work-hours to replace the NGV, the 1st 

stage turbine disc, and the 2nd stage 

turbine disc, and that one engine will 

require these replacements. The average 

labor rate is $85 per work-hour. 

Required parts cost about $19,889 per 

engine. Based on these figures, we 

estimate the cost of the AD on U.S. 

operators to be $92,989. Our cost 

estimate is exclusive of possible 

warranty coverage. 

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 

We determined that 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 this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 (phone: 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 


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Federal Register / Vol. 76, No. 247 / Friday, December 23, 2011 / Rules and Regulations 80229 

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: 

2011–27–01 Turbomeca: Amendment 39– 

16902; Docket No. FAA–2010–0904; 

Directorate Identifier 2010–NE–33–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective January 27, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Turbomeca Arriel 1B 

turboshaft engines with M03 modules 

modified by TU 76 or TU 202, and not 

modified by TU 148, and if fitted with a 

repaired 2nd stage turbine nozzle guide vane 

(NGV). The M03 module contains the 2nd 

stage turbine NGV, 1st stage turbine disc, and 

2nd stage turbine disc. Guidance on 

determining if an engine has an unrepaired 

2nd stage turbine NGV installed can be found 

in paragraph 1.C. of Turbomeca Mandatory 

Service Bulletin (MSB) No. A292 72 0829, 

Version B, dated December 13, 2010. 

(d) Reason 

This AD was prompted by an increase in 

hot gas ingestion and an increase of 

temperature in the gas generator (GG) turbine 

rotor, potentially resulting in turbine damage 

and an uncommanded in-flight shutdown. 

We are issuing this AD to prevent overtemperature damage of the GG turbine, which 

could result in an uncommanded in-flight 

engine shutdown, and a subsequent forced 

autorotation landing or accident. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(f) Daily Checks 

(1) Starting from the effective date of this 

AD, perform a daily check (after last flight of 

the day) for: 

(i) Normal rundown time of the GG rotor; 

and 

(ii) The free rotation of the GG rotor; and 

(iii) No grinding noise during the rundown 

check, and during the free rotation check of 

the GG rotor. 

(2) Guidance on performing the daily 

checks can be found in the Maintenance 

Manual, task 71–02–09–760–801 and task 

05–20–01–200–801. 

(3) If the engine fails any of these daily 

checks, remove the engine from service 

before further flight. 

(g) Inspection of Repaired 2nd Stage Turbine 

NGVs 

(1) Inspect the 2nd stage turbine NGV for 

a non-conforming hole configuration, at the 

compliance times in Table 1 of this AD. 

Guidance on 2nd stage turbine NGV nonconforming hole configuration can be found 

in Turbomeca MSB No. A292 72 0829, 

Version B, dated December 13, 2010. 

TABLE 1—INSPECTION COMPLIANCE TIMES

If accumulated GG Cycles-in-Service (CIS) on the effective date of this 

AD are: Then inspect: 

(i) Fewer than 1,200 CIS on both the 1st and 2nd stage turbines .......... Before exceeding 1,500 GG CIS. 

(ii) 1,200 or more but fewer than 1,800 CIS on either the 1st or 2nd 

stage turbines.

Before exceeding 300 GG CIS after the effective date of this AD but 

not to exceed 2,000 CIS on either the 1st or 2nd stage turbines. 

(iii) 1,800 or more but fewer than 2,400 CIS on either the 1st or 2nd 

stage turbine.

Before exceeding 200 GG CIS after the effective date of this AD but 

not to exceed 2,500 CIS on either the 1st or 2nd stage turbines. 

(iv) Greater than 2,400 CIS on either the 1st or 2nd stage turbine ........ Before exceeding 100 GG CIS after the effective date of this AD but 

not to exceed 3,000 CIS on either the 1st or 2nd stage turbine. 

(2) If the configuration of the holes in the 

repaired 2nd stage turbine NGV are 

conforming, then no further action is 

required. 

(3) If the configuration of the holes in the 

repaired 2nd stage turbine NGV are nonconforming, then before further flight: 

(i) Replace the 2nd stage turbine NGV with 

a 2nd stage turbine NGV eligible for 

installation; and 

(ii) Replace the 1st stage turbine disc and 

2nd stage turbine disc with discs eligible for 

installation. 

(h) Terminating Action 

Complying with paragraph (g)(1) and either 

paragraph (g)(2) or paragraphs (g)(3)(i) 

through (g)(3)(ii) of this AD, or replacing the 

M03 module with an M03 module that is 

eligible for installation, is terminating action 

for the requirements of this AD. 

(i) Installation Prohibition 

(1) Do not reinstall the 1st stage turbine 

disc and the 2nd stage turbine disc removed 

in paragraph (g)(3)(ii) of this AD into any 

engine. 

(2) After the effective date of this AD, do 

not install an M03 module that has 

incorporated TU 202 but not incorporated TU 

148, unless the module is in compliance with 

the requirements of this AD. 

(3) After the effective date of this AD, do 

not install an M03 module that has 

incorporated TU 76 but not incorporated TU 

148, unless the module is in compliance with 

the requirements of this AD. 

(j) FAA AD Differences 

(1) This AD differs from the Mandatory 

Continuing Airworthiness Information 

(MCAI) and/or service information as 

follows: 

(i) This AD does not require sending data 

to Turbomeca to confirm whether Turbomeca 

MSB No. A292 72 0829, Version B, dated 

December 13, 2010, is applicable to the 

operator’s engine; the MCAI does. 

(ii) This AD does not incorporate by 

reference (IBR) Turbomeca MSB No. A292 72 

0829, Version B, dated December 13, 2010; 

the MCAI does. 

(iii) This AD requires replacing nonconforming 2nd stage turbine NGVs and 1st 

stage and 2nd stage turbine discs that were 

operated with non-conforming 2nd stage 

turbine NGVs but does not require replacing 

affected M03 modules. The MCAI requires 

replacing affected M03 modules with M03 

modules eligible for installation. 

(k) Definition 

For the purpose of this AD, a conforming 

repaired 2nd stage turbine NGV is one with 

cooling holes in the forward inner flange, and 

with no cooling holes in the rear flange. 

(l) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. 

(m) Related Information 

(1) Refer to European Aviation Safety 

Agency AD 2010–0273R1, dated February 16, 

2011, and Turbomeca MSB No. A292 72 

0829, Version B, dated December 13, 2010, 

for related information. Contact Turbomeca, 

40220 Tarnos, France; phone: 33 05 59 74 40 

00; fax: 33 05 59 74 45 15; for a copy of this 

service information. 

(2) Contact Rose Len, Aerospace Engineer, 

Engine Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: (781) 238–7772; fax: (781) 238–7199; 

email: rose.len@faa.gov, for more information 

about this AD. 


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80230 Federal Register / Vol. 76, No. 247 / Friday, December 23, 2011 / Rules and Regulations 

(n) Material Incorporated by Reference 

None. 

Issued in Burlington, Massachusetts, on 

December 16, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–32890 Filed 12–22–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2010–1328; Airspace 

Docket No. 10–AEA–26] 

Amendment of Class D and E 

Airspace; Baltimore, MD 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, correction. 

SUMMARY: This action corrects the 

geographic coordinates in the airspace 

description of a final rule published in 

the Federal Register of November 28, 

2011, amending controlled airspace at 

Martin State Airport, Baltimore, MD. 

DATES: Effective date: 0901 UTC. 

February 9, 2012. The Director of the 

Federal Register approves this 

incorporation by reference action under 

title 1, Code of Federal Regulations, part 

51, subject to the annual revision of 

FAA Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: John 

Fornito, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, P.O. Box 20636, 

Atlanta, Georgia 30320; telephone (404) 

305–6364. 

SUPPLEMENTARY INFORMATION: 

History 

On November 28, 2011, the FAA 

published a final rule in the Federal 

Register amending Class D and E 

airspace at Martin State Airport, 

Baltimore, MD, and adjusting the 

geographic coordinates for the airport 

(76 FR 72837). This action further 

corrects the geographic coordinates to 

be in concert with the FAAs 

aeronautical database. 

The Class D and E airspace 

designations are published in 

Paragraphs 5000, 6002 and 6004 of FAA 

order 7400.9V, dated August 9, 2011, 

and effective September 15, 2011, which 

is incorporated by reference in 14 CFR 

71.1. The Class E airspace designations 

listed in this document will be 

published subsequently in the Order. 

Correction to Final Rule 

Accordingly, pursuant to the 

authority delegated to me, the 

geographic coordinates listed in the 

airspace designation for the Class D and 

Class E airspace areas at Martin State 

Airport, Baltimore, MD, as published in 

the Federal Register of November 28, 

2011, 76 FR 72837, FR Doc. 2011– 

30489, are corrected as follows: 

AEA MD D Baltimore, Martin State 

Airport, MD [Corrected] 

Martin State Airport, Baltimore, MD 

On page 72837, column 3, line 53, remove 

(Lat. 39°19′54′′ N., long. 76°24′83′′ W.) 

and insert (Lat. 39°19′32′′ N., long. 

76°24′50′′ W.) 

AEA MD E2 Baltimore, Martin State 

Airport, MD [Corrected] 

Martin State Airport, MD 

On page 72838, column 1, line 14, remove 

(Lat. 39°19′54′′ N., long. 76°24′83′′ W.) 

and insert (Lat. 39°19′32′′ N., long. 

76°24′50′′ W.) 

AEA MD E4 Baltimore, Martin State 

Airport, MD [Corrected] 

Martin State Airport, MD 

On page 72838, column 1, line 38, remove 

(Lat. 39°19′54′′ N., long. 76°24′83′′ W.) 

and insert (Lat. 39°19′32′′ N., long. 

76°24′50′′ W.) 

Issued in College Park, Georgia, on 

December 13, 2011. 

Michael Vermuth, 

Acting Manager, Operations Support Group, 

Eastern Service Center, Air Traffic 

Organization. 

[FR Doc. 2011–32847 Filed 12–22–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–1057; Airspace 

Docket No. 11–AEA–21] 

Amendment of Class E Airspace; 

Huntington, WV 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class E 

Airspace at Huntington, WV, as the 

Huntt Non-Directional Beacon (NDB) 

has been decommissioned and new 

Standard Instrument Approach 

Procedures have been developed at TriState/Milton J. Ferguson Field Airport. 

This action enhances the safety and 

management of Instrument Flight Rules 

(IFR) operations at the airport. This 

action also updates the airport’s 

geographic coordinates of the airport. 

DATES: Effective 0901 UTC, February 9, 

2012. The Director of the Federal 

Register approves this incorporation by 

reference action under title 1, Code of 

Federal Regulations, part 51, subject to 

the annual revision of FAA Order 

7400.9 and publication of conforming 

amendments. 

FOR FURTHER INFORMATION CONTACT: John 

Fornito, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, P.O. Box 20636, 

Atlanta, Georgia 30320; telephone (404) 

305–6364. 

SUPPLEMENTARY INFORMATION: 

History 

On October 18, 2011, the FAA 

published in the Federal Register a 

notice of proposed rulemaking to amend 

Class E airspace at Huntington, WV (76 

FR 64295) Docket No. FAA–2011–1057. 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. Subsequent to 

publication, the FAA found that the 

geographic coordinates needed to be 

adjusted. This action makes that 

adjustment. Class E airspace 

designations are published in paragraph 

6005 of FAA Order 7400.9V dated 

August 9, 2011, and effective September 

15, 2011, which is incorporated by 

reference in 14 CFR Part 71.1. The Class 

E airspace designations listed in this 

document will be published 

subsequently in the Order. With the 

exception of editorial changes, and the 

changes described above, this rule is the 

same as that proposed in the NPRM. 

The Rule 

This amendment to Title 14, Code of 

Federal Regulations (14 CFR) part 71 

amends the Class E airspace extending 

upward from 700 feet above the surface 

at Huntington, WV to accommodate the 

new Standard Instrument Approach 

Procedures developed for Tri-State/ 

Milton J. Ferguson Field Airport. The 

Huntt NDB has been decommissioned, 

and the NDB approach cancelled. The 

existing Class E airspace extending 

upward from 700 feet above the surface 

is modified for the safety and 

management of IFR operations. This 

action also updates the geographic 

coordinates to be in concert with the 

FAAs aeronautical database. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current, is non-controversial and 

unlikely to result in adverse or negative 


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