Airworthiness Directives; The Boeing Company Airplanes, 20511-20515 [2012-8038]
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Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations
Appendix 1, Appendix 2, and Appendices
3A through 3G of that ASB, to do the actions
required by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approved the incorporation by
reference under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) For service information identified in
this AD, contact Rolls-Royce plc, Corporate
Communications, P.O. Box 31, Derby,
England, DE248BJ, telephone: 011–44–1332–
242424; fax: 011–44–1332–245418, or email:
https://www.rolls-royce.com/contact/
civil_team.jsp.
(3) You may review copies of the 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.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr_locations.html.
Issued in Burlington, Massachusetts, on
March 20, 2012.
Peter A. White,
Manager, Engine & Propeller Directorate,
Aircraft Certification Service.
[FR Doc. 2012–8163 Filed 4–4–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0858; Directorate
Identifier 2010–NM–183–AD; Amendment
39–16974; AD 2012–05–02]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 737–600,
–700, –700C, –800, and –900 series
airplanes. This AD was prompted by
reports of heat damage to the inner wall
of the thrust reversers, which could
result in separation of adjacent
components and consequent structural
damage to the airplane, damage to other
airplanes, and injury to people on the
ground. This AD requires modifying the
thrust reverser inner walls, inspecting
for damage of the upper and lower inner
wall insulation blankets, measuring the
electrical conductivity on the aluminum
upper compression pads 2 and 3 as
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SUMMARY:
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applicable, inspecting for discrepancies
of the inner wall of the thrust reverser,
and corrective actions if necessary. This
AD also requires, for certain airplanes,
doing various concurrent actions
(including replacing the inner wall
blanket insulation, installing updated
full-authority digital electronic control
software, and modifying the thrust
reverser inner wall and insulation
blankets). We are issuing this AD to
correct the unsafe condition on these
products.
DATES: This AD is effective May 10,
2012.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of May 10, 2012.
ADDRESSES: For Boeing 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; email
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. For
CFM service information identified in
this AD, contact CFM International,
Technical Publications Department, 1
Neumann Way, Cincinnati, Ohio 45215;
phone: 513–552–2800; fax: 513–552–
2816; Internet: https://www.cfm56.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 https://
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:
Chris Parker, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton,
Washington 98057–3356; phone: 425–
917–6496; fax: 425–917–6590; email:
chris.r.parker@faa.gov.
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20511
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness
directive (AD) that would apply to The
Boeing Company Model 737–600, –700,
–700C, –800, –900, and –900ER series
airplanes. That NPRM was published in
the Federal Register on September 27,
2010 (75 FR 59167). That NPRM
proposed to require modifying the inner
walls of the thrust reverser (TR),
inspecting for damage of the upper and
lower inner wall insulation blankets,
measuring the electrical conductivity on
the aluminum upper compression pads
2 and 3 as applicable, inspecting for
discrepancies of the TR inner wall, and
corrective actions if necessary. That
NPRM also proposed to require, for
certain airplanes, doing various
concurrent actions (including replacing
the inner wall blanket insulation,
installing updated full-authority digital
electronic control software, and
modifying the TR inner wall and
insulation blankets).
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the proposal (75 FR 59167,
September 27, 2010) and the FAA’s
response to each comment.
Request To Withdraw NPRM (75 FR
59167, September 27, 2010)
Despite fully supporting the
implementation of the actions of the
NPRM (75 FR 59167, September 27,
2010), Boeing stated that it does not
consider thermal overheat on the TR
inner walls on the affected airplanes to
be a safety issue. The structural integrity
of the inner wall may deteriorate due to
pre-cooler air ingress behind the
blankets, but the Boeing Safety Review
Board determined that this does not
constitute a safety hazard to the airplane
or to persons on the ground. Boeing
identified support data for this
determination, which included a safety
assessment, full-scale test
demonstration, and structural analysis.
We infer that Boeing wants us to
withdraw the NPRM (75 FR 59167,
September 27, 2010), because there is no
unsafe condition. We disagree. The
thermal overheat could affect the
structural capability of the inner wall of
the thrust reverser such that, if a
pneumatic duct bursts, the inner wall
could fail, causing uncontrollable
asymmetric thrust during a rejected
takeoff, or causing large parts to hit the
fuselage or empennage in flight.
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Request To Remove Model 737–900ER
Boeing requested that we remove
Model 737–900ER series airplanes from
the applicability of the NPRM (75 FR
59167, September 27, 2010), since
configuration control prevents the
intermix of the affected TRs on these
airplanes.
We agree. The TR inner walls on
Model 737–900ER series airplanes have
not been identified as having a thermal
overheat issue. We have therefore
removed these airplanes from the
applicability of this AD.
Comments on EASA Proposed AD (75
FR 59167, September 27, 2010)
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, issued Proposed AD 10–
087, dated September 30, 2010 (which
has since been issued as EASA AD
2010–0244R1, dated May 17, 2011, and
corresponds to FAA NPRM (75 FR
59167, September 27, 2010)). Boeing
reported that it had requested certain
changes (to the compliance time and
applicability) to the EASA Proposed
AD, and provided a list of the specific
requests including changing the
compliance time and eliminating
language regarding certain ‘‘specific
airplane(s).’’
We find these comments to be
addressed to EASA Proposed AD 10–
087 and do not apply to the FAA
proposed AD (75 FR 59167, September
27, 2010). The applicability is the same
in the EASA and FAA ADs, and
accounts for Boeing’s comment
concerning Model 737–900ER series
airplanes. The compliance time of the
EASA AD is different from that of the
FAA AD, based on differing AD
processes and publication schedules.
We have not changed the final rule
regarding this issue.
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Request To Revise Cost Estimate
Continental Airlines (CAL) disagreed
with the fleet cost estimates for the
actions specified in Boeing Service
Bulletin 737–78–1088, dated May 12,
2010, as proposed in paragraph (i) of the
NPRM (75 FR 59167, September 27,
2010). CAL explained that inner wall
delamination requires the repair to be
performed in an autoclave, which
requires disassembly of the TR. (There
are two half TR sections per engine.)
CAL stated that returning each TR half
to service after disassembly and
inspection of components could cost
from $16,000 to $56,000, depending on
the hours and cycles on the TR.
We disagree with the request to revise
the cost estimate. The economic
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analysis of the NPRM (75 FR 59167,
September 27, 2010) did not consider
the cost of conditional actions, such as
repairing damage detected during a
required inspection. The economic
analysis of this AD is limited to the cost
of actions that are required of every
operator. Such conditional repairs
would be required—regardless of AD
direction—to correct an unsafe
condition identified in an airplane and
to ensure that the airplane is operated
in an airworthy condition, as required
by the Federal Aviation Regulations. We
would have no way of determining
these on-condition costs, which would
depend on the TR condition and vary
from operator to operator. We have not
changed the final rule regarding this
issue.
Request To Extend Compliance Time
for Modification
Three commenters requested that we
revise the 24-month compliance time for
the modification specified in paragraph
(g) of the NPRM (75 FR 59167,
September 27, 2010).
CAL requested that we extend the
compliance time to 30 months, when
116 of its airplanes will also require the
inspection specified in paragraph (i) of
the proposed AD (75 FR 59167,
September 27, 2010). This compliance
time extension would reduce CAL’s
modifications on its fleet from 5
airplanes to 4 airplanes per month. CAL
added that, even with this extended
compliance time, it would be difficult to
modify 4 (16 TR halves) per month
because of the limited number of spare
TR halves available.
Southwest Airlines (SWA) reported
that it would need to modify 39 of its
946 TRs each month to meet a 24-month
compliance time, and therefore
suggested a stepped compliance time
schedule, ranging from 12 months to 48
months, based on the service life of the
TR.
American Airlines (AAL) stated that
the 24-month compliance time will have
a significant impact on its ‘‘light’’ C
check.
We disagree to extend the compliance
time for paragraph (g) of this AD. In
developing an appropriate compliance
time for these actions, we considered
the urgency associated with the subject
unsafe condition, the practical aspect of
accomplishing the required
modification and the normal scheduled
maintenance times for most affected
operators. In consideration of these
items and of parts availability, we have
determined that the proposed 24-month
compliance time for the modification
will ensure an acceptable level of safety.
According to the provisions of
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paragraph (o) of this AD, however, we
may approve requests to adjust the
compliance time if the request includes
data substantiating that the new
compliance time would provide an
acceptable level of safety. We have not
changed the final rule regarding this
issue.
Request To Clarify Service Information
AAL requested that the service
instructions for Boeing Service Bulletin
737–78–1082, dated March 25, 2010;
and Boeing Service Bulletin 737–78–
1088, dated May 12, 2010; be revised to
incorporate general findings and
clarifications. AAL asserted that not
addressing these issues could adversely
affect accomplishment of these service
bulletins.
We agree that additional clarification
would be beneficial in the identified
areas of Boeing Service Bulletin 737–
78–1082, dated March 25, 2010; and
Boeing Service Bulletin 737–78–1088,
dated May 12, 2010. Such minor
clarifications, however, are not
necessary for compliance with this AD.
We have provided AAL’s comments to
Boeing for review and incorporation, as
necessary, into future revisions of those
service bulletins, which might be
approved as a global alternative method
of compliance with this AD if we can
substantiate that the revision provides
an acceptable level of safety. We have
not changed the final rule regarding this
issue.
Request for Optional Repair
SWA requested that we revise
paragraph (i) of the NPRM (75 FR 59167,
September 27, 2010) to allow coldbonding methods for repairing damaged
areas, in addition to the autoclave
procedures specified in Boeing Service
Bulletin 737–78–1088, dated May 12,
2010. That service bulletin permits
curing repaired areas only as specified
in the Boeing 737–700 Structural Repair
Manual (SRM), which specifies the
autoclave procedures. According to
SWA, this would require operators to
pull TRs for repair at an approved
overhaul facility, thereby increasing the
turn time for repairs since only five
Boeing-approved overhaul facilities
have autoclave capabilities.
We disagree with the request to allow
the cold-bonding procedure. Boeing and
the FAA are unaware of any coldbonding methods that would be
applicable to the composite TR inner
wall on the affected airplanes. Current
SRM repair methods for composite
structure involve either autoclave or
vacuum bag/heat blanket cure methods.
But Boeing Service Bulletin 737–78–
1088, dated May 12, 2010, and the
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alternative Boeing Service Bulletin 737–
78–1079, Revision 2, dated June 7, 2010,
limit the SRM repairs for the TR inner
wall to autoclave cures. For the areas
being repaired on the inner wall, the
additional plies required to make a
structurally adequate vacuum bag-cured
repair are excessive and would make the
inner wall unusable. We therefore find
it appropriate for those service bulletins
to specify autoclave curing only. In
addition, Boeing has evaluated the
potential number of repairs that would
be done at overhaul facilities with
autoclave capabilities, and does not
foresee a problem addressing the
corrective actions on the affected
airplanes within the compliance times.
We have not changed the final rule
regarding this issue.
Request To Revise Compliance Time for
Certain Inspections
SWA requested that we revise
paragraph (i) of the proposed AD (75 FR
59167, September 27, 2010), which
proposed certain inspections in
accordance with Boeing Service Bulletin
737–78–1088, dated May 12, 2010. SWA
recommended a minimum of 48
months, ‘‘per [this service bulletin],’’ for
these actions. (The compliance time in
the proposed AD ranged from 30 to 96
months.)
We disagree with the request. As
stated previously, when we developed
the compliance time for this AD action
we considered the safety implications of
the identified unsafe condition, the
average utilization rate of the affected
fleet, the practical aspects of performing
the inspections on the fleet during
regular maintenance periods, and the
availability of replacement parts. We
have determined that the proposed
compliance times are appropriate. We
have not changed the final rule
regarding this issue.
Request for Clarification of Certain
Procedures
AAL described difficulty in
accomplishing the actions specified in
Boeing Service Bulletin 737–78–1079,
Revision 2, dated June 7, 2010
(paragraph (n) of the NPRM (75 FR
59167, September 27, 2010)): Seals must
be installed individually, the fire seal
can tear and need replacement, and the
roller edge of the insulation blanket
interferes with the upper fire seal
support flange insulations. AAL
received some additional installation
instructions from Boeing and
recommended that they be included in
this service bulletin.
We agree that additional clarification
may be beneficial, but we find that
accomplishing the actions specified in
the Accomplishment Instructions of
Boeing Service Bulletin 737–78–1079,
Revision 2, dated June 7, 2010, will
address the identified unsafe condition.
We have provided AAL’s comments to
Boeing for review and incorporation, as
necessary, into a future service bulletin
revision, which might be approved as an
alternative method of compliance with
this AD if we can substantiate that the
revision provides an acceptable level of
safety. We have not changed the final
rule regarding this issue.
Additional Changes to NPRM (75 FR
59167, September 27, 2010)
Paragraph (n) of this AD specifies the
optional accomplishment of certain
actions in accordance with Boeing
Service Bulletin 737–78–1079, Revision
2, dated June 7, 2010. That service
bulletin incorrectly notes that removal
of a compression pad assembly is not
necessary if the adjacent inner wall area
does not show signs of heat damage,
because the compression pad assembly
is made from titanium. This AD requires
removing the affected compression pads
and inspecting the underlying structures
as part of this optional action, regardless
whether a pad assembly is made of
titanium or aluminum alloy. Boeing has
indicated that the incorrect notes may
be removed in a future revision of that
service bulletin; if so, we may approve
the revised service bulletin as a global
AMOC with the requirements of this
AD.
We have revised or added certain
headers in this AD. We have also
revised the wording in paragraphs (l)
and (n) of this AD; this change has not
changed the intent of those paragraphs.
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 change described previously.
We also determined that this change
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 710
airplanes of U.S. registry. The following
table provides the estimated costs for
U.S. operators to comply with this AD,
at an average labor rate of $85 per hour.
ESTIMATED COSTS
Number of
U.S.-registered
airplanes
Fleet cost
$4,445 or $6,082
710 .......................
Up to $4,318,220.
$0 .........................
$3,060 ..................
15 .........................
$45,900.
1 ...........................
$0 .........................
$85 .......................
Up to 710 .............
Up to $60,350.
35 .........................
$0 .........................
$2,975 ..................
710 .......................
$2,112,250.
110 .......................
$0 .........................
$9,350 ..................
306 .......................
$2,861,100.
37 per engine .......
$2,070 or $3,391 ..
$8,360 or $9,681
Optional action .....
Optional action.
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Actions (service bulletin)
Work hours
Parts
Modification (Boeing Service Bulletin
737–78–1082, dated March 25,
2010).
Insulation replacement (Boeing Service Bulletin 737–78–1063, Revision
2, dated October 7, 1994).
Software update (CFM CFM56–7B
Service Bulletin 73–0135, dated
March 30, 2007).
Inspections (Boeing Service Bulletin
737–78–1088, dated May 12, 2010).
Modifications (Boeing Service Bulletin
737–78–1069, Revision 4, dated
June 16, 2005).
Inspections and modification (Boeing
Service Bulletin 737–78–1079, Revision 2, dated June 7, 2010) (if
done as an option to Boeing Service Bulletin 737–78–1088 and Boeing Service Bulletin 737–78–1082).
14 per engine .......
$2,065 or $3,702 ..
18 per engine .......
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Cost per product
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Federal Register / Vol. 77, No. 66 / Thursday, April 5, 2012 / Rules and Regulations
Authority for This Rulemaking
§ 39.13
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:
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(i) Inspection/Measurement
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.
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[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
2012–05–02 The Boeing Company:
Amendment 39–16974; Docket No.
FAA–2010–0858; Directorate Identifier
2010–NM–183–AD.
(a) Effective Date
This AD is effective May 10, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 737–600, –700, –700C, –800, and –900
series airplanes; certificated in any category;
as identified in Boeing Service Bulletin 737–
78–1082, dated March 25, 2010.
(d) Subject
Air Transport Association (ATA) of
America Code 78: Engine exhaust.
(e) Unsafe Condition
This AD results from reports of heat
damage to the inner wall of the thrust
reversers. The Federal Aviation
Administration is issuing this AD to detect
and correct such heat damage, which could
result in separation of adjacent components
and consequent structural damage to the
airplane, damage to other airplanes, and
injury to people on the ground.
(f) 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.
(g) Modification of Thrust Reverser Inner
Wall
Except as required by paragraph (m) of this
AD: Within 24 months after the effective date
of this AD, modify the thrust reverser inner
wall, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–78–1082, dated March
25, 2010.
(h) Actions Concurrent With Paragraph (g) of
This AD
Before or concurrently with
accomplishment of the requirements of
paragraph (g) of this AD, do the actions
specified in paragraphs (h)(1) and (h)(2) of
this AD, as applicable.
(1) For airplanes identified in Boeing
Service Bulletin 737–78–1063, Revision 2,
dated October 7, 1999: Replace the inner wall
blanket insulation, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–78–1063, Revision 2,
dated October 7, 1999.
(2) For airplanes equipped with engines
identified in CFM CFM56–7B Service
Bulletin 73–0135, dated March 30, 2007:
Install updated full-authority digital
electronic control (FADEC) software, in
accordance with the Accomplishment
Instructions of CFM CFM56–7B Service
Bulletin 73–0135, dated March 30, 2007.
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At the applicable time specified in
paragraph (j) of this AD: Do the actions
specified in paragraphs (i)(1), (i)(2), and (i)(3)
of this AD, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 737–78–1088, dated May 12,
2010. If any damage or discrepancy is found,
before further flight, do all applicable
corrective actions, in accordance with
Accomplishment Instructions of Boeing
Service Bulletin 737–78–1088, dated May 12,
2010; except as required by paragraph (k) of
this AD; and except where the service
bulletin refers to ‘‘unsatisfactory’’ findings,
this AD assumes those parts or locations are
‘‘unserviceable.’’
(1) Do a detailed inspection for damage of
the engine side and inner wall side of the
upper and lower insulation blankets.
(2) Measure the electrical conductivity on
the aluminum upper compression pads 2 and
3, as applicable.
(3) Inspect for discrepancies of the thrust
reverser inner wall (including an ultrasonic
inspection for interply delamination and
skin-to-core disbond, a detailed inspection
for signs of heat damage as applicable, and
a detailed inspection for loose fasteners
where the inner wall attaches to the hinge
beam and at the fasteners for the compression
pads).
(j) Compliance Times for Paragraph (i) of
This AD
Do the actions specified in paragraph (i) of
this AD at the applicable time specified in
paragraph (j)(1), (j)(2), (j)(3), (j)(4), or (j)(5) of
this AD.
(1) For airplanes with thrust reverser part
number (P/N) 315A2295–003 through
315A2295–154 inclusive: Do the actions
within 30 months after the effective date of
this AD.
(2) For airplanes with thrust reverser P/N
315A2295–155 through 315A2295–174
inclusive: Do the actions within 60 months
after the effective date of this AD.
(3) For airplanes with thrust reverser P/N
315A2295–175 through 315A2295–190
inclusive: Do the actions within 72 months
after the effective date of this AD.
(4) For airplanes with thrust reverser P/N
315A2295–191 through 315A2295–198
inclusive: Do the actions within 84 months
after the effective date of this AD.
(5) For airplanes with thrust reverser P/N
315A2295–199 through 315A2295–202
inclusive: Do the actions within 96 months
after the effective date of this AD.
(k) Exception to Boeing Service Bulletin 737–
78–1088 Procedures
Where Boeing Service Bulletin 737–78–
1088, dated May 12, 2010, specifies to
contact Boeing for appropriate action, repair
before further flight in accordance with a
method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA. 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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(l) Concurrent Actions for Paragraph (i) of
This AD
For airplanes identified in Boeing Service
Bulletin 737–78–1069, Revision 4, dated June
16, 2005: Before or concurrently with the
accomplishment of the requirements of
paragraph (i) of this AD, modify the thrust
reverser inner wall and insulation blankets,
in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737–
78–1069, Revision 4, dated June 16, 2005.
This paragraph provides credit for the actions
specified in Boeing Service Bulletin 737–78–
1069, Revision 4, dated June 16, 2005, if
those actions were performed before the
effective date of this AD using Boeing Service
Bulletin 737–78–1069, Revision 1, dated June
13, 2002; Revision 2, dated February 6, 2003;
or Revision 3, dated August 5, 2004.
(m) Concurrent Actions for Paragraph (i) of
This AD Done Before the Compliance Time
for paragraph (g) of This AD
If the actions required by paragraph (i) of
this AD are done before the compliance time
specified in paragraph (g) of this AD: Before
or concurrently with the accomplishment of
the actions required by paragraph (i) of this
AD, the modification required by paragraph
(g) of this AD must be done.
rmajette on DSK2TPTVN1PROD with RULES
(n) Option to Requirements of Paragraphs (g)
and (i) of This AD
Accomplishment of all of the actions
(including inspections and modification)
specified in Boeing Service Bulletin 737–78–
1079, Revision 2, dated June 7, 2010, within
24 months after the effective date of this AD,
is acceptable for compliance with the
requirements of paragraphs (g) and (i) of this
AD; except that this AD requires removing
the affected compression pads and inspecting
the underlying structures regardless whether
a pad assembly is made of titanium or
aluminum alloy. Accomplishment of all of
the actions (including inspections and
modification) specified in Boeing Service
Bulletin 737–78–1079, Revision 2, dated June
7, 2010, within 24 months after the effective
date of this AD, is acceptable for compliance
with the requirements of this AD provided
applicable repairs are done before further
flight, and provided the applicable actions
specified in paragraphs (h)(1), (h)(2), and (l)
of this AD have been done. This paragraph
provides credit for the actions specified in
Boeing Service Bulletin 737–78–1079,
Revision 2, dated June 7, 2010, if those
actions were done before the effective date of
this AD using Boeing Service Bulletin 737–
78–1079, dated August 6, 2007; or Revision
1, dated December 17, 2007.
(o) 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.
VerDate Mar<15>2010
15:36 Apr 04, 2012
Jkt 226001
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.
20515
Issued in Renton, Washington, on February
22, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–8038 Filed 4–4–12; 8:45 am]
BILLING CODE 4910–13–P
(p) Related Information
For more information about this AD,
contact Chris R. Parker, Aerospace Engineer,
Propulsion Branch, ANM–140S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; phone: 425–917–6496; fax: 425–917–
6590; email: chris.r.parker@faa.gov.
(q) 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:
(i) Boeing Service Bulletin 737–78–1063,
Revision 2, dated October 7, 1999.
(ii) Boeing Service Bulletin 737–78–1069,
Revision 4, dated June 16, 2005.
(iii) Boeing Service Bulletin 737–78–1082,
dated March 25, 2010.
(iv) Boeing Service Bulletin 737–78–1088,
dated May 12, 2010.
(v) CFM CFM56–7B Service Bulletin 73–
0135, dated March 30, 2007.
(2) If you accomplish the optional actions
specified by this AD, you must use the
following service information to perform
those actions, unless the AD specifies
otherwise. The Director of the Federal
Register approved the incorporation by
reference (IBR) of the following service
information:
(i) Boeing Service Bulletin 737–78–1079,
Revision 2, dated June 7, 2010.
(3) For Boeing 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; email
me.boecom@boeing.com; Internet https://
www.myboeingfleet.com. For CFM service
information identified in this AD, contact
CFM International, Technical Publications
Department, 1 Neumann Way, Cincinnati,
Ohio 45215; phone: 513–552–2800; fax: 513–
552–2816; Internet: https://www.cfm56.com.
(4) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221.
(5) 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 https://www.archives.gov/
federal_register/code_of_federal_regulations/
ibr_locations.html.
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0331; Directorate
Identifier 2011–NM–119–AD; Amendment
39–17008; AD 2012–07–02]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Airbus Model A340–500 and –600 series
airplanes. This AD requires repetitive
inspections of the forward and aft
attachment fittings and of the swan neck
for cracks, and replacing the attachment
fittings and the swan neck with
serviceable ones if necessary. This AD
was prompted by reports of cracks on
the forward attachment fittings of the
left and right sides of the forward hinge
of the nose landing gear (NLG) aft door.
We are issuing this AD to detect and
correct cracks of the forward attachment
fittings and the swan neck, which could
lead to the in-flight detachment of the
NLG aft door and result in injury to
persons on the ground or damage to the
airplane.
DATES: This AD becomes effective April
20, 2012.
The Director of the Federal Register
approved the incorporation by reference
of the service information listed in the
AD as of April 20, 2012.
We must receive comments on this
AD by May 21, 2012.
ADDRESSES: You may send comments 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: U.S. Department of
Transportation, Docket Operations,
SUMMARY:
E:\FR\FM\05APR1.SGM
05APR1
]]>Agencies
[Federal Register Volume 77, Number 66 (Thursday, April 5, 2012)]
[Rules and Regulations]
[Pages 20511-20515]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-8038]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0858; Directorate Identifier 2010-NM-183-AD;
Amendment 39-16974; AD 2012-05-02]
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, and -900 series
airplanes. This AD was prompted by reports of heat damage to the inner
wall of the thrust reversers, which could result in separation of
adjacent components and consequent structural damage to the airplane,
damage to other airplanes, and injury to people on the ground. This AD
requires modifying the thrust reverser inner walls, inspecting for
damage of the upper and lower inner wall insulation blankets, measuring
the electrical conductivity on the aluminum upper compression pads 2
and 3 as applicable, inspecting for discrepancies of the inner wall of
the thrust reverser, and corrective actions if necessary. This AD also
requires, for certain airplanes, doing various concurrent actions
(including replacing the inner wall blanket insulation, installing
updated full-authority digital electronic control software, and
modifying the thrust reverser inner wall and insulation blankets). We
are issuing this AD to correct the unsafe condition on these products.
DATES: This AD is effective May 10, 2012.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of May 10, 2012.
ADDRESSES: For Boeing 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; email
me.boecom@boeing.com; Internet https://www.myboeingfleet.com. For CFM
service information identified in this AD, contact CFM International,
Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio
45215; phone: 513-552-2800; fax: 513-552-2816; Internet: https://www.cfm56.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 https://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: Chris Parker, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-
917-6496; fax: 425-917-6590; email: chris.r.parker@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness directive (AD) that would apply to
The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER
series airplanes. That NPRM was published in the Federal Register on
September 27, 2010 (75 FR 59167). That NPRM proposed to require
modifying the inner walls of the thrust reverser (TR), inspecting for
damage of the upper and lower inner wall insulation blankets, measuring
the electrical conductivity on the aluminum upper compression pads 2
and 3 as applicable, inspecting for discrepancies of the TR inner wall,
and corrective actions if necessary. That NPRM also proposed to
require, for certain airplanes, doing various concurrent actions
(including replacing the inner wall blanket insulation, installing
updated full-authority digital electronic control software, and
modifying the TR inner wall and insulation blankets).
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
(75 FR 59167, September 27, 2010) and the FAA's response to each
comment.
Request To Withdraw NPRM (75 FR 59167, September 27, 2010)
Despite fully supporting the implementation of the actions of the
NPRM (75 FR 59167, September 27, 2010), Boeing stated that it does not
consider thermal overheat on the TR inner walls on the affected
airplanes to be a safety issue. The structural integrity of the inner
wall may deteriorate due to pre-cooler air ingress behind the blankets,
but the Boeing Safety Review Board determined that this does not
constitute a safety hazard to the airplane or to persons on the ground.
Boeing identified support data for this determination, which included a
safety assessment, full-scale test demonstration, and structural
analysis.
We infer that Boeing wants us to withdraw the NPRM (75 FR 59167,
September 27, 2010), because there is no unsafe condition. We disagree.
The thermal overheat could affect the structural capability of the
inner wall of the thrust reverser such that, if a pneumatic duct
bursts, the inner wall could fail, causing uncontrollable asymmetric
thrust during a rejected takeoff, or causing large parts to hit the
fuselage or empennage in flight.
[[Page 20512]]
Request To Remove Model 737-900ER
Boeing requested that we remove Model 737-900ER series airplanes
from the applicability of the NPRM (75 FR 59167, September 27, 2010),
since configuration control prevents the intermix of the affected TRs
on these airplanes.
We agree. The TR inner walls on Model 737-900ER series airplanes
have not been identified as having a thermal overheat issue. We have
therefore removed these airplanes from the applicability of this AD.
Comments on EASA Proposed AD (75 FR 59167, September 27, 2010)
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, issued Proposed
AD 10-087, dated September 30, 2010 (which has since been issued as
EASA AD 2010-0244R1, dated May 17, 2011, and corresponds to FAA NPRM
(75 FR 59167, September 27, 2010)). Boeing reported that it had
requested certain changes (to the compliance time and applicability) to
the EASA Proposed AD, and provided a list of the specific requests
including changing the compliance time and eliminating language
regarding certain ``specific airplane(s).''
We find these comments to be addressed to EASA Proposed AD 10-087
and do not apply to the FAA proposed AD (75 FR 59167, September 27,
2010). The applicability is the same in the EASA and FAA ADs, and
accounts for Boeing's comment concerning Model 737-900ER series
airplanes. The compliance time of the EASA AD is different from that of
the FAA AD, based on differing AD processes and publication schedules.
We have not changed the final rule regarding this issue.
Request To Revise Cost Estimate
Continental Airlines (CAL) disagreed with the fleet cost estimates
for the actions specified in Boeing Service Bulletin 737-78-1088, dated
May 12, 2010, as proposed in paragraph (i) of the NPRM (75 FR 59167,
September 27, 2010). CAL explained that inner wall delamination
requires the repair to be performed in an autoclave, which requires
disassembly of the TR. (There are two half TR sections per engine.) CAL
stated that returning each TR half to service after disassembly and
inspection of components could cost from $16,000 to $56,000, depending
on the hours and cycles on the TR.
We disagree with the request to revise the cost estimate. The
economic analysis of the NPRM (75 FR 59167, September 27, 2010) did not
consider the cost of conditional actions, such as repairing damage
detected during a required inspection. The economic analysis of this AD
is limited to the cost of actions that are required of every operator.
Such conditional repairs would be required--regardless of AD
direction--to correct an unsafe condition identified in an airplane and
to ensure that the airplane is operated in an airworthy condition, as
required by the Federal Aviation Regulations. We would have no way of
determining these on-condition costs, which would depend on the TR
condition and vary from operator to operator. We have not changed the
final rule regarding this issue.
Request To Extend Compliance Time for Modification
Three commenters requested that we revise the 24-month compliance
time for the modification specified in paragraph (g) of the NPRM (75 FR
59167, September 27, 2010).
CAL requested that we extend the compliance time to 30 months, when
116 of its airplanes will also require the inspection specified in
paragraph (i) of the proposed AD (75 FR 59167, September 27, 2010).
This compliance time extension would reduce CAL's modifications on its
fleet from 5 airplanes to 4 airplanes per month. CAL added that, even
with this extended compliance time, it would be difficult to modify 4
(16 TR halves) per month because of the limited number of spare TR
halves available.
Southwest Airlines (SWA) reported that it would need to modify 39
of its 946 TRs each month to meet a 24-month compliance time, and
therefore suggested a stepped compliance time schedule, ranging from 12
months to 48 months, based on the service life of the TR.
American Airlines (AAL) stated that the 24-month compliance time
will have a significant impact on its ``light'' C check.
We disagree to extend the compliance time for paragraph (g) of this
AD. In developing an appropriate compliance time for these actions, we
considered the urgency associated with the subject unsafe condition,
the practical aspect of accomplishing the required modification and the
normal scheduled maintenance times for most affected operators. In
consideration of these items and of parts availability, we have
determined that the proposed 24-month compliance time for the
modification will ensure an acceptable level of safety. According to
the provisions of paragraph (o) of this AD, however, we may approve
requests to adjust the compliance time if the request includes data
substantiating that the new compliance time would provide an acceptable
level of safety. We have not changed the final rule regarding this
issue.
Request To Clarify Service Information
AAL requested that the service instructions for Boeing Service
Bulletin 737-78-1082, dated March 25, 2010; and Boeing Service Bulletin
737-78-1088, dated May 12, 2010; be revised to incorporate general
findings and clarifications. AAL asserted that not addressing these
issues could adversely affect accomplishment of these service
bulletins.
We agree that additional clarification would be beneficial in the
identified areas of Boeing Service Bulletin 737-78-1082, dated March
25, 2010; and Boeing Service Bulletin 737-78-1088, dated May 12, 2010.
Such minor clarifications, however, are not necessary for compliance
with this AD. We have provided AAL's comments to Boeing for review and
incorporation, as necessary, into future revisions of those service
bulletins, which might be approved as a global alternative method of
compliance with this AD if we can substantiate that the revision
provides an acceptable level of safety. We have not changed the final
rule regarding this issue.
Request for Optional Repair
SWA requested that we revise paragraph (i) of the NPRM (75 FR
59167, September 27, 2010) to allow cold-bonding methods for repairing
damaged areas, in addition to the autoclave procedures specified in
Boeing Service Bulletin 737-78-1088, dated May 12, 2010. That service
bulletin permits curing repaired areas only as specified in the Boeing
737-700 Structural Repair Manual (SRM), which specifies the autoclave
procedures. According to SWA, this would require operators to pull TRs
for repair at an approved overhaul facility, thereby increasing the
turn time for repairs since only five Boeing-approved overhaul
facilities have autoclave capabilities.
We disagree with the request to allow the cold-bonding procedure.
Boeing and the FAA are unaware of any cold-bonding methods that would
be applicable to the composite TR inner wall on the affected airplanes.
Current SRM repair methods for composite structure involve either
autoclave or vacuum bag/heat blanket cure methods. But Boeing Service
Bulletin 737-78-1088, dated May 12, 2010, and the
[[Page 20513]]
alternative Boeing Service Bulletin 737-78-1079, Revision 2, dated June
7, 2010, limit the SRM repairs for the TR inner wall to autoclave
cures. For the areas being repaired on the inner wall, the additional
plies required to make a structurally adequate vacuum bag-cured repair
are excessive and would make the inner wall unusable. We therefore find
it appropriate for those service bulletins to specify autoclave curing
only. In addition, Boeing has evaluated the potential number of repairs
that would be done at overhaul facilities with autoclave capabilities,
and does not foresee a problem addressing the corrective actions on the
affected airplanes within the compliance times. We have not changed the
final rule regarding this issue.
Request To Revise Compliance Time for Certain Inspections
SWA requested that we revise paragraph (i) of the proposed AD (75
FR 59167, September 27, 2010), which proposed certain inspections in
accordance with Boeing Service Bulletin 737-78-1088, dated May 12,
2010. SWA recommended a minimum of 48 months, ``per [this service
bulletin],'' for these actions. (The compliance time in the proposed AD
ranged from 30 to 96 months.)
We disagree with the request. As stated previously, when we
developed the compliance time for this AD action we considered the
safety implications of the identified unsafe condition, the average
utilization rate of the affected fleet, the practical aspects of
performing the inspections on the fleet during regular maintenance
periods, and the availability of replacement parts. We have determined
that the proposed compliance times are appropriate. We have not changed
the final rule regarding this issue.
Request for Clarification of Certain Procedures
AAL described difficulty in accomplishing the actions specified in
Boeing Service Bulletin 737-78-1079, Revision 2, dated June 7, 2010
(paragraph (n) of the NPRM (75 FR 59167, September 27, 2010)): Seals
must be installed individually, the fire seal can tear and need
replacement, and the roller edge of the insulation blanket interferes
with the upper fire seal support flange insulations. AAL received some
additional installation instructions from Boeing and recommended that
they be included in this service bulletin.
We agree that additional clarification may be beneficial, but we
find that accomplishing the actions specified in the Accomplishment
Instructions of Boeing Service Bulletin 737-78-1079, Revision 2, dated
June 7, 2010, will address the identified unsafe condition. We have
provided AAL's comments to Boeing for review and incorporation, as
necessary, into a future service bulletin revision, which might be
approved as an alternative method of compliance with this AD if we can
substantiate that the revision provides an acceptable level of safety.
We have not changed the final rule regarding this issue.
Additional Changes to NPRM (75 FR 59167, September 27, 2010)
Paragraph (n) of this AD specifies the optional accomplishment of
certain actions in accordance with Boeing Service Bulletin 737-78-1079,
Revision 2, dated June 7, 2010. That service bulletin incorrectly notes
that removal of a compression pad assembly is not necessary if the
adjacent inner wall area does not show signs of heat damage, because
the compression pad assembly is made from titanium. This AD requires
removing the affected compression pads and inspecting the underlying
structures as part of this optional action, regardless whether a pad
assembly is made of titanium or aluminum alloy. Boeing has indicated
that the incorrect notes may be removed in a future revision of that
service bulletin; if so, we may approve the revised service bulletin as
a global AMOC with the requirements of this AD.
We have revised or added certain headers in this AD. We have also
revised the wording in paragraphs (l) and (n) of this AD; this change
has not changed the intent of those paragraphs.
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 change described previously. We also determined that
this change 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 710 airplanes of U.S. registry.
The following table provides the estimated costs for U.S. operators to
comply with this AD, at an average labor rate of $85 per hour.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Actions (service bulletin) Work hours Parts Cost per product registered airplanes Fleet cost
--------------------------------------------------------------------------------------------------------------------------------------------------------
Modification (Boeing Service 14 per engine......... $2,065 or $3,702...... $4,445 or $6,082..... 710.................. Up to $4,318,220.
Bulletin 737-78-1082, dated March
25, 2010).
Insulation replacement (Boeing 18 per engine......... $0.................... $3,060............... 15................... $45,900.
Service Bulletin 737-78-1063,
Revision 2, dated October 7, 1994).
Software update (CFM CFM56-7B 1..................... $0.................... $85.................. Up to 710............ Up to $60,350.
Service Bulletin 73-0135, dated
March 30, 2007).
Inspections (Boeing Service 35.................... $0.................... $2,975............... 710.................. $2,112,250.
Bulletin 737-78-1088, dated May
12, 2010).
Modifications (Boeing Service 110................... $0.................... $9,350............... 306.................. $2,861,100.
Bulletin 737-78-1069, Revision 4,
dated June 16, 2005).
Inspections and modification 37 per engine......... $2,070 or $3,391...... $8,360 or $9,681..... Optional action...... Optional action.
(Boeing Service Bulletin 737-78-
1079, Revision 2, dated June 7,
2010) (if done as an option to
Boeing Service Bulletin 737-78-
1088 and Boeing Service Bulletin
737-78-1082).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 20514]]
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
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2012-05-02 The Boeing Company: Amendment 39-16974; Docket No. FAA-
2010-0858; Directorate Identifier 2010-NM-183-AD.
(a) Effective Date
This AD is effective May 10, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 737-600, -700, -
700C, -800, and -900 series airplanes; certificated in any category;
as identified in Boeing Service Bulletin 737-78-1082, dated March
25, 2010.
(d) Subject
Air Transport Association (ATA) of America Code 78: Engine
exhaust.
(e) Unsafe Condition
This AD results from reports of heat damage to the inner wall of
the thrust reversers. The Federal Aviation Administration is issuing
this AD to detect and correct such heat damage, which could result
in separation of adjacent components and consequent structural
damage to the airplane, damage to other airplanes, and injury to
people on the ground.
(f) 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.
(g) Modification of Thrust Reverser Inner Wall
Except as required by paragraph (m) of this AD: Within 24 months
after the effective date of this AD, modify the thrust reverser
inner wall, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 737-78-1082, dated March 25, 2010.
(h) Actions Concurrent With Paragraph (g) of This AD
Before or concurrently with accomplishment of the requirements
of paragraph (g) of this AD, do the actions specified in paragraphs
(h)(1) and (h)(2) of this AD, as applicable.
(1) For airplanes identified in Boeing Service Bulletin 737-78-
1063, Revision 2, dated October 7, 1999: Replace the inner wall
blanket insulation, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737-78-1063, Revision 2,
dated October 7, 1999.
(2) For airplanes equipped with engines identified in CFM CFM56-
7B Service Bulletin 73-0135, dated March 30, 2007: Install updated
full-authority digital electronic control (FADEC) software, in
accordance with the Accomplishment Instructions of CFM CFM56-7B
Service Bulletin 73-0135, dated March 30, 2007.
(i) Inspection/Measurement
At the applicable time specified in paragraph (j) of this AD: Do
the actions specified in paragraphs (i)(1), (i)(2), and (i)(3) of
this AD, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 737-78-1088, dated May 12, 2010. If any
damage or discrepancy is found, before further flight, do all
applicable corrective actions, in accordance with Accomplishment
Instructions of Boeing Service Bulletin 737-78-1088, dated May 12,
2010; except as required by paragraph (k) of this AD; and except
where the service bulletin refers to ``unsatisfactory'' findings,
this AD assumes those parts or locations are ``unserviceable.''
(1) Do a detailed inspection for damage of the engine side and
inner wall side of the upper and lower insulation blankets.
(2) Measure the electrical conductivity on the aluminum upper
compression pads 2 and 3, as applicable.
(3) Inspect for discrepancies of the thrust reverser inner wall
(including an ultrasonic inspection for interply delamination and
skin-to-core disbond, a detailed inspection for signs of heat damage
as applicable, and a detailed inspection for loose fasteners where
the inner wall attaches to the hinge beam and at the fasteners for
the compression pads).
(j) Compliance Times for Paragraph (i) of This AD
Do the actions specified in paragraph (i) of this AD at the
applicable time specified in paragraph (j)(1), (j)(2), (j)(3),
(j)(4), or (j)(5) of this AD.
(1) For airplanes with thrust reverser part number (P/N)
315A2295-003 through 315A2295-154 inclusive: Do the actions within
30 months after the effective date of this AD.
(2) For airplanes with thrust reverser P/N 315A2295-155 through
315A2295-174 inclusive: Do the actions within 60 months after the
effective date of this AD.
(3) For airplanes with thrust reverser P/N 315A2295-175 through
315A2295-190 inclusive: Do the actions within 72 months after the
effective date of this AD.
(4) For airplanes with thrust reverser P/N 315A2295-191 through
315A2295-198 inclusive: Do the actions within 84 months after the
effective date of this AD.
(5) For airplanes with thrust reverser P/N 315A2295-199 through
315A2295-202 inclusive: Do the actions within 96 months after the
effective date of this AD.
(k) Exception to Boeing Service Bulletin 737-78-1088 Procedures
Where Boeing Service Bulletin 737-78-1088, dated May 12, 2010,
specifies to contact Boeing for appropriate action, repair before
further flight in accordance with a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA. 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.
[[Page 20515]]
(l) Concurrent Actions for Paragraph (i) of This AD
For airplanes identified in Boeing Service Bulletin 737-78-1069,
Revision 4, dated June 16, 2005: Before or concurrently with the
accomplishment of the requirements of paragraph (i) of this AD,
modify the thrust reverser inner wall and insulation blankets, in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 737-78-1069, Revision 4, dated June 16, 2005. This
paragraph provides credit for the actions specified in Boeing
Service Bulletin 737-78-1069, Revision 4, dated June 16, 2005, if
those actions were performed before the effective date of this AD
using Boeing Service Bulletin 737-78-1069, Revision 1, dated June
13, 2002; Revision 2, dated February 6, 2003; or Revision 3, dated
August 5, 2004.
(m) Concurrent Actions for Paragraph (i) of This AD Done Before the
Compliance Time for paragraph (g) of This AD
If the actions required by paragraph (i) of this AD are done
before the compliance time specified in paragraph (g) of this AD:
Before or concurrently with the accomplishment of the actions
required by paragraph (i) of this AD, the modification required by
paragraph (g) of this AD must be done.
(n) Option to Requirements of Paragraphs (g) and (i) of This AD
Accomplishment of all of the actions (including inspections and
modification) specified in Boeing Service Bulletin 737-78-1079,
Revision 2, dated June 7, 2010, within 24 months after the effective
date of this AD, is acceptable for compliance with the requirements
of paragraphs (g) and (i) of this AD; except that this AD requires
removing the affected compression pads and inspecting the underlying
structures regardless whether a pad assembly is made of titanium or
aluminum alloy. Accomplishment of all of the actions (including
inspections and modification) specified in Boeing Service Bulletin
737-78-1079, Revision 2, dated June 7, 2010, within 24 months after
the effective date of this AD, is acceptable for compliance with the
requirements of this AD provided applicable repairs are done before
further flight, and provided the applicable actions specified in
paragraphs (h)(1), (h)(2), and (l) of this AD have been done. This
paragraph provides credit for the actions specified in Boeing
Service Bulletin 737-78-1079, Revision 2, dated June 7, 2010, if
those actions were done before the effective date of this AD using
Boeing Service Bulletin 737-78-1079, dated August 6, 2007; or
Revision 1, dated December 17, 2007.
(o) 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-ANM-Seattle-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.
(p) Related Information
For more information about this AD, contact Chris R. Parker,
Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton,
Washington 98057-3356; phone: 425-917-6496; fax: 425-917-6590;
email: chris.r.parker@faa.gov.
(q) 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:
(i) Boeing Service Bulletin 737-78-1063, Revision 2, dated
October 7, 1999.
(ii) Boeing Service Bulletin 737-78-1069, Revision 4, dated June
16, 2005.
(iii) Boeing Service Bulletin 737-78-1082, dated March 25, 2010.
(iv) Boeing Service Bulletin 737-78-1088, dated May 12, 2010.
(v) CFM CFM56-7B Service Bulletin 73-0135, dated March 30, 2007.
(2) If you accomplish the optional actions specified by this AD,
you must use the following service information to perform those
actions, unless the AD specifies otherwise. The Director of the
Federal Register approved the incorporation by reference (IBR) of
the following service information:
(i) Boeing Service Bulletin 737-78-1079, Revision 2, dated June
7, 2010.
(3) For Boeing 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; email
me.boecom@boeing.com; Internet https://www.myboeingfleet.com. For
CFM service information identified in this AD, contact CFM
International, Technical Publications Department, 1 Neumann Way,
Cincinnati, Ohio 45215; phone: 513-552-2800; fax: 513-552-2816;
Internet: https://www.cfm56.com.
(4) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221.
(5) 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 https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on February 22, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-8038 Filed 4-4-12; 8:45 am]
BILLING CODE 4910-13-P
