Federal Register / Vol. 86, No. 111 / Friday, June 11, 2021 / Rules and Regulations 31089 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(j) Related Information 

For more information about this AD, 

contact Katherine Venegas, Aviation Safety 

Engineer, Los Angeles ACO Branch, FAA, 

3960 Paramount Blvd., Lakewood, California 

90712; telephone (562) 627–5353; email 

katherine.venegas@faa.gov. 

(k) 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 this AD specifies otherwise. 

(i) European Aviation Safety Agency 

(EASA) AD 2018–0284, dated December 20, 

2018. 

(ii) [Reserved] 

(3) For EASA AD 2018–0284, contact the 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

000; email ADs@easa.europa.eu; Internet 

www.easa.europa.eu. You may find this 

EASA AD on the EASA website at https://

ad.easa.europa.eu. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

This material may be found in the AD docket 

on the internet at https://

www.regulations.gov by searching for and 

locating Docket No. FAA–2021–0199. 

(5) You may view this material that is 

incorporated by reference at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at NARA, email fedreg.legal@

nara.gov, or go to https://www.archives.gov/ 

federal-register/cfr/ibr-locations.html. 

Issued on May 20, 2021. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2021–12227 Filed 6–10–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0185; Project 

Identifier MCAI–2020–00265–R; Amendment 

39–21581; AD 2021–11–19] 

RIN 2120–AA64 

Airworthiness Directives; Bell Textron 

Canada Limited (Type Certificate 

Previously Held by Bell Helicopter 

Textron Canada Limited) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for Bell 

Textron Canada Limited (type certificate 

previously held by Bell Helicopter 

Textron Canada Limited) (Bell) Model 

505 helicopters. This AD was prompted 

by the discovery of a gap between the 

transmission restraint assembly aft 

attachment hardware lower washer and 

mating airframe truss assembly (truss 

assembly) clevis lower lug. This AD 

requires inspecting the transmission 

restraint aft attachment hardware 

installation for a gap and corrective 

action depending on the inspection 

results. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective July 16, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of July 16, 2021. 

ADDRESSES: For service information 

identified in this final rule, contact Bell 

Textron Canada Limited, 12,800 Rue de 

l’Avenir, Mirabel, Quebec J7J1R4; 

telephone 450–437–2862 or 800–363– 

8023; fax 450–433–0272; or at https://

www.bellcustomer.com. You may view 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood 

Pkwy., Room 6N–321, Fort Worth, TX 

76177. Service information that is 

incorporated by reference is also 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2021–0185. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0185; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, the Transport Canada AD, any 

comments received, and other 

information. The street address for 

Docket Operations is 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: Matt 

Fuller, AD Program Manager, General 

Aviation & Rotorcraft Unit, 

Airworthiness Products Section, 

Operational Safety Branch, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone 817–222–5110; email 

matthew.fuller@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Bell Model 505 helicopters 

with a truss assembly part number 

(P/N) SLS–030–056–015 with a serial 

number (S/N) listed in Attachment A of 

Bell Alert Service Bulletin (ASB) 505– 

19–12, Revision A, dated July 11, 2019 

(505–19–12 Rev A). The NPRM 

published in the Federal Register on 

March 22, 2021 (86 FR 15146). In the 

NPRM, the FAA proposed to require the 

following within 100 hours time-inservice (TIS): 

• Accessing and cleaning the lower 

attachment hardware securing the 

restraint to the truss assembly, 

loosening the torque on each lower nut 

to measure the tare, and adding a torque 

value of 20 inch-lbs to the measured tare 

of each nut and torqueing each nut to 

this new total value. 

• Inspecting for a gap around the 

circumference between the nut and the 

washer and between the washer and the 

truss assembly clevis lower lug 

mounting surface of the right-hand (RH) 

and left-hand (LH) sides, and if there is 

a gap, measuring the gap. 

• If there is a gap that is less than 

0.003 inch (0.076 mm), installing the 

hardware using the original torque value 

of 40 to 58 foot-pounds (55 to 78 Nm) 

plus tare and completing the installation 

of the attachment point. 

• If there is a gap that is 0.003 inch 

(0.076 mm) to 0.020 inch (0.508 mm) 

inclusive, installing the hardware with 

a decreased torque value limit of 20 to 

60 inch-pounds (2.3 to 6.8 Nm) plus tare 

and completing the installation of the 

attachment point. The NPRM also 

proposed to require updating records for 

your helicopter to indicate the new 

torque limits on one or both sides. 

Thereafter, within 100 hours TIS, and 

thereafter at intervals not to exceed 100 

hours TIS, the NPRM proposed to 


jbell on DSKJLSW7X2PROD with RULES
31090 Federal Register / Vol. 86, No. 111 / Friday, June 11, 2021 / Rules and Regulations 

require inspecting the assembly for 

fretting between the washer and truss 

lower lug mounting surface, the security 

of the pitch restraint attachment 

hardware to make sure it does not turn 

freely, and the torque seal lacquer 

between the nut and the washer to make 

sure the torque seal is intact on the RH 

and LH sides. Depending on the 

inspection results, the NPRM proposed 

to require removing the cotter pin from 

service and removing the nut, washer, 

and bolt, and inspecting the bolt and the 

lower surface of the truss assembly 

clevis lower lug. Depending on these 

inspection results, the NPRM proposed 

to require removing the bolt from 

service; reworking and cleaning the 

lower surface of the clevis lower lug and 

inspecting for any cracks; removing the 

clevis lower lug from service; or 

applying primer and final paint. The 

NPRM then proposed to require 

installing the hardware with a decreased 

torque value limit of 20 to 60 inchpounds (2.3 to 6.8 Nm) plus tare and 

completing the installation of the 

attachment point. 

• If there is a gap that is more than 

more than 0.020 inch (0.508 mm), 

removing the nut, washer, and bolt from 

service and repairing or replacing the 

truss assembly clevis lower lug in 

accordance with FAA-approved 

procedures. 

The NPRM was prompted by 

Canadian AD CF–2019–35, dated 

October 2, 2019 (Transport Canada AD 

CF–2019–35), issued by Transport 

Canada, which is the aviation authority 

for Canada, to correct an unsafe 

condition for Bell Model 505 

helicopters, S/Ns 65011 and subsequent. 

Transport Canada advises of a gap 

between the transmission restraint 

assembly aft attachment hardware lower 

washer and the lower lug of the truss 

assembly clevis identified during 

quality control activity of a helicopter in 

final assembly. This gap can occur on 

the RH and LH sides of the truss 

assembly clevis. Subsequent 

investigation revealed that this 

condition may exist on in-service 

helicopters. Transport Canada advises 

that excessive gapping at either of these 

locations will result in increased stress 

when fasteners are installed and that the 

increased stress may result in cracking 

on the clevis lower lug and subsequent 

failure of one or both clevis lower lugs. 

Transport Canada further advises that 

this condition, if not corrected, could 

lead to loss of pylon pitch stiffness, 

excessive pylon pitch motions leading 

to unknown cyclic inputs to the main 

rotor, and consequent loss of control of 

the helicopter. 

Accordingly, Transport Canada AD 

CF–2019–35 requires identifying the 

S/N of the installed truss assembly, and 

for a helicopter with an affected truss 

assembly installed, performing an initial 

inspection of the transmission restraint 

aft attachment hardware installations for 

a gap. Depending on the inspection 

results, Transport Canada AD CF–2019– 

35 requires reducing the torque to the 

attachment hardware, updating records, 

and repetitive inspections of the 

attachment hardware for wear and 

fretting because of the reduced friction 

between the mating surfaces; reporting 

findings to Bell and accomplishing 

corrective actions specified by Bell; or 

completing the installation of the 

attachment hardware and updating 

records. 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the costs. 

Conclusion 

These helicopters have been approved 

by the aviation authority of Canada and 

are approved for operation in the United 

States. Pursuant to the FAA’s bilateral 

agreement with Canada, Transport 

Canada, its technical representative, has 

notified the FAA of the unsafe condition 

described in its AD. The FAA reviewed 

the relevant data and determined that 

air safety requires adopting this AD as 

proposed. Accordingly, the FAA is 

issuing this AD to address the unsafe 

condition on these helicopters. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed 505–19–12 Rev A. 

This service information specifies 

procedures for an inspection of the 

restraint hardware installation for the 

presence of a gap and if needed, 

reducing the torque to the affected 

attachment hardware, a repetitive 100- 

hour inspection of the pitch restraint 

attachment hardware, and repair of 

fretting damage on the truss assembly 

clevis lower lug. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Other Related Service Information 

The FAA also reviewed Bell ASB 

505–19–12, dated June 27, 2019. This 

original version of the service 

information contains the same 

procedures as 505–19–12 Rev A, except 

505–19–12 Rev A corrects a torque 

value. 

Differences Between This AD and the 

Transport Canada AD 

The applicability of the Transport 

Canada AD is by helicopter S/N and 

requires identifying the S/N of the 

installed truss assembly P/N SLS–030– 

056–015 to determine if the helicopter 

is affected by the unsafe condition, 

whereas the applicability of this AD is 

by helicopters with certain serialnumbered truss assembly P/N SLS–030– 

056–015 installed instead. The 

compliance time of the initial 

inspections required by the Transport 

Canada AD is within 100 hours air time 

or 6 months, whichever occurs first, 

whereas the compliance time in this AD 

is within 100 hours TIS. The Transport 

Canada AD requires reporting 

information to Bell to obtain certain 

corrective action, while this AD requires 

repairing or removing affected parts 

from service instead. 

Costs of Compliance 

The FAA estimates that this AD 

affects 87 helicopters of U.S. registry. 

Labor costs are estimated at $85 per 

work-hour. Based on these numbers, the 

FAA estimates the following costs to 

comply with this AD. 

Measuring tare and inspecting for a 

gap between the transmission restraint 

assembly aft attachment hardware lower 

washer and the truss assembly will take 

about 1 work-hour for an estimated cost 

of $85 per helicopter and $7,395 for the 

U.S. fleet. If required, inspecting a pitch 

restraint attachment point will take 

about 1 work-hour for an estimated cost 

of $85 per attachment point per 

inspection cycle. 

The FAA estimates the following 

costs to do any necessary repairs or 

replacements based on the results of the 

inspections: 

• Updating records to indicate the 

new torque limits will take about 0.25 

work-hour for an estimated cost of $21. 

• Replacing a bolt will take a minimal 

additional amount of time after 

inspecting and the part will cost about 

$50. 

• Reworking the lower surface of the 

clevis lower lug will take about 1 workhour for an estimated cost of $85. 

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. 

The FAA is issuing this rulemaking 

under the authority described in 


jbell on DSKJLSW7X2PROD with RULES
Federal Register / Vol. 86, No. 111 / Friday, June 11, 2021 / Rules and Regulations 31091 

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 helicopters 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) Will not affect intrastate aviation 

in Alaska, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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: 

2021–11–19 Bell Textron Canada Limited 

(Type Certificate Previously Held by Bell 

Helicopter Textron Canada Limited): 

Amendment 39–21581; Docket No. 

FAA–2021–0185; Project Identifier 

MCAI–2020–00265–R. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective July 16, 2021. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bell Textron Canada 

Limited (type certificate previously held by 

Bell Helicopter Textron Canada Limited) 

Model 505 helicopters, certificated in any 

category, with a truss assembly part number 

(P/N) SLS–030–056–015 with a serial number 

listed in Attachment A of Bell Alert Service 

Bulletin (ASB) 505–19–12, Revision A, dated 

July 11, 2019 (ASB 505–19–12 Rev A). 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 5310, Fuselage Main, Structure. 

(e) Unsafe Condition 

The FAA is issuing this AD to address a 

gap between the transmission restraint 

assembly aft attachment hardware lower 

washer and the right-hand (RH) and left-hand 

(LH) mating airframe truss assembly (truss 

assembly) clevis lower lug. The unsafe 

condition, if not addressed, could result in 

increased stress, cracking and failure of one 

or both of the clevis lower lugs, and 

subsequent loss of pylon pitch stiffness, 

excessive pylon pitch motions leading to 

unknown cyclic inputs to the main rotor, and 

loss of control of the helicopter. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Within 100 hours time-in-service (TIS) 

after the effective date of this AD, access the 

transmission restraint assembly and: 

(1) Remove the safety pin at each lower nut 

location of the aft bolts securing the restraint 

to the truss assembly. Use solvent (C–304) to 

remove the corrosion preventive compound 

on each nut and washer located under the RH 

and LH truss assembly clevis lower lug. 

(2) Loosen the torque on each lower nut 

while holding the bolt with a wrench until 

the washer turns freely while sitting on top 

of the nut. 

(3) Measure and record the tare of each nut. 

For purposes of this AD, tare is the torque 

required to overcome the internal friction 

between a self-locking nut and bolt as the nut 

is being turned on the bolt, but before the nut 

contacts the washer. Add a torque value of 

20 inch-lbs to the measured tare of each nut 

and torque each nut to this new total value. 

(4) Inspect for a gap around the 

circumference between the nut and the 

washer and between the washer and the truss 

assembly clevis lower lug mounting surface 

of the RH and LH sides as illustrated in 

Figure 1 of ASB 505–19–12 Rev A (2 sheets). 

If there is a gap, measure the gap. 

(i) If there is a gap that is less than 0.003 

inch (0.076 mm), before further flight, install 

the hardware using the original torque value 

of 40 to 58 foot-pounds (55 to 78 Nm) plus 

tare. Do not exceed the limit specified in this 

paragraph plus tare. Install a cotter pin and 

apply corrosion preventive compound (C– 

101) and torque seal lacquer (C–049) between 

the nut, washer, and lower surface of the 

truss assembly clevis. 

(ii) If there is a gap that is 0.003 inch (0.076 

mm) to 0.020 inch (0.508 mm) inclusive, 

before further flight, install the hardware 

with a decreased torque value limit of 20 to 

60 inch-pounds (2.3 to 6.8 Nm) plus tare. Do 

not exceed the limit specified in this 

paragraph plus tare. Install a cotter pin. You 

may install an additional washer P/N 

NAS1149E0863P before torqueing and 

installing the cotter pin while not exceeding 

the maximum limit of 60 inch-lbs plus tare. 

Apply corrosion preventive compound (C– 

101) and torque seal lacquer (C–049) between 

the nut, washer, and lower surface of the 

truss assembly clevis. Update records for 

your helicopter to indicate the new torque 

limits on one or both sides. 

(A) Within 100 hours TIS after performing 

paragraph (g)(4)(ii) of this AD, and thereafter 

at intervals not to exceed 100 hours TIS, 

inspect the assembly for fretting between the 

washer and truss lower lug mounting surface, 

inspect the security of the pitch restraint 

attachment hardware to make sure it does not 

turn freely, and inspect the torque seal 

lacquer between the nut and the washer to 

make sure the torque seal is intact on the RH 

and LH sides. 

(B) If there is any fretting, the pitch 

restraint attachment hardware turns freely, or 

a torque seal is broken, remove the cotter pin 

from service and remove the nut, washer, and 

bolt. Inspect the bolt for damage and the 

lower surface of the truss assembly clevis 

lower lug for fretting damage. 

(1) If the bolt has damage, remove the bolt 

from service. 

(2) If the lower surface of the truss 

assembly clevis lower lug has fretting damage 

within allowable repair limits, use 400 grit 

sandpaper (C–423) and rework fretting 

damage smooth with adjacent surfaces, while 

removing minimum material. Do not exceed 

.010 inch (0.254 mm) deep total cumulative 

amount of material to be removed from the 

clevis’s lower lugs compared to adjacent 

original surfaces after rework. Clean with 

acetone (C–316) and let dry. With the acetone 

dry, visually inspect the clevis lower lug for 

any cracks. 

(i) If there is a crack within allowable 

repair limits, repair in accordance with FAAapproved procedures. If there is a crack that 

meets or exceeds allowable repair limits, 

remove the truss assembly clevis lower lug 

from service. 

(ii) If there is not a crack, apply primer (C– 

204) to the reworked surface and let dry. 

With the primer dry, apply final paint 

(polyurethane topcoat color No. 16492) to the 

reworked surface. 

(3) If the lower surface of the truss 

assembly clevis lower lug has fretting damage 

that exceeds allowable repair limits, before 

further flight, remove the truss assembly 

clevis lower lug from service. 

(C) Install a nut, washer, and bolt with a 

decreased torque value limit of 20 to 60 inchpounds (2.3 to 6.8 Nm) plus tare. Do not 

exceed the limit specified in this paragraph 

plus tare. Install a cotter pin. You may install 

an additional washer P/N NAS1149E0863P 

before torqueing and installing the cotter pin 

while not exceeding the maximum limit of 60 

inch-lbs plus tare. Apply corrosion 

preventive compound (C–101) and torque 

seal lacquer (C–049) between the nut, 

washer, and lower surface of the truss 

assembly clevis. 


jbell on DSKJLSW7X2PROD with RULES
31092 Federal Register / Vol. 86, No. 111 / Friday, June 11, 2021 / Rules and Regulations 

(iii) If there is a gap that is more than 0.020 

inch (0.508 mm), before further flight, 

remove the nut, washer, and bolt from 

service and repair or replace the truss 

assembly clevis lower lug in accordance with 

FAA-approved procedures. 

(h) Credit for Previous Actions 

You may take credit for the first instance 

of the actions that are required by paragraphs 

(g)(1) through (4) of this AD, except not 

paragraphs (g)(4)(i), (g)(4)(ii)(A) through (C), 

or (g)(4)(iii) of this AD if you completed the 

Accomplishment Instructions, Part I of Bell 

ASB 505–19–12, dated June 27, 2019, before 

the effective date of this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, 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 International Validation 

Branch, send it to the attention of the person 

identified in paragraph (j)(1) of this AD. 

Information may be emailed to: 9-AVS-AIR730-AMOC@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. 

(j) Related Information 

(1) For more information about this AD, 

contact Matt Fuller, AD Program Manager, 

General Aviation & Rotorcraft Unit, 

Airworthiness Products Section, Operational 

Safety Branch, FAA, 10101 Hillwood Pkwy., 

Fort Worth, TX 76177; telephone 817–222– 

5110; email matthew.fuller@faa.gov. 

(2) Bell Alert Service Bulletin 505–19–12, 

dated June 27, 2019, which is not 

incorporated by reference, contains 

additional information about the subject of 

this AD. This service information is available 

at the contact information specified in 

paragraphs (k)(3) and (4) of this AD. 

(3) The subject of this AD is addressed in 

Transport Canada AD CF–2019–35, dated 

October 2, 2019. You may view the Transport 

Canada AD at https://www.regulations.gov in 

Docket No. FAA–2021–0185. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 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) Bell Alert Service Bulletin 505–19–12, 

Revision A, dated July 11, 2019. 

(ii) [Reserved] 

(3) For service information identified in 

this AD, contact Bell Textron Canada 

Limited, 12,800 Rue de l’Avenir, Mirabel, 

Quebec J7J1R4; telephone 450–437–2862 or 

800–363–8023; fax 450–433–0272; or at 

https://www.bellcustomer.com. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call 817–222–5110. 

(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, 

email: fedreg.legal@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on May 20, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–12229 Filed 6–10–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0445; Project 

Identifier AD–2021–00268–E; Amendment 

39–21588; AD 2021–12–01] 

RIN 2120–AA64 

Airworthiness Directives; Engine 

Alliance Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2019–25– 

13, which applied to all Engine Alliance 

(EA) GP7270 and GP7277 model 

turbofan engines with a certain lowpressure compressor (LPC) 1st-stage fan 

blade installed. AD 2019–25–13 

required an ultrasonic inspection of the 

affected LPC 1st-stage fan blades and 

replacement of any affected LPC 1ststage fan blade that fails the inspection. 

This AD lowers the initial inspection 

threshold and requires repetitive 

ultrasonic inspections on affected LPC 

1st-stage fan blades. This AD was 

prompted by a report of an in-flight 

shutdown (IFSD) of an engine due to the 

fracture of multiple LPC 1st-stage fan 

blades. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective June 28, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 28, 2021. 

The FAA must receive any comments 

on this AD by July 26, 2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this final rule, contact Engine Alliance, 

411 Silver Lane, East Hartford, CT 

06118; phone: (800) 565–0140; email: 

help24@pw.utc.com; website: 

www.engineallianceportal.com. You 

may view this service information at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch,1200 District 

Avenue, Burlington, MA 01803. For 

information on the availability of this 

material at the FAA, call (781) 238– 

7759. It is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0445. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0445; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Stephen Elwin, Aviation Safety 

Engineer, ECO Branch, FAA, 1200 

District Avenue, Burlington, MA 01803; 

phone: (781) 238–7236; fax: (781) 238– 

7199; email: Stephen.L.Elwin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued AD 2019–25–13, 

Amendment 39–21011 (84 FR 71770, 

December 30, 2019), (AD 2019–25–13), 

for all EA GP7270 and GP7277 model 

turbofan engines with a certain LPC 1ststage fan blade installed. AD 2019–25– 

13 required an ultrasonic inspection of 

the affected LPC 1st-stage fan blades and 

replacement of any affected fan blades 

that fail the inspection. AD 2019–25–13 

resulted from a report of an IFSD of an 

engine due to the fracture of multiple 

LPC 1st-stage fan blades. After an 

analysis of these fractures, the 


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