10288 Federal Register / Vol. 76, No. 37 / Thursday, February 24, 2011 / Proposed Rules 

1. The applicant for this appendix shall 

maintain a copy of the generic DCD that 

includes all generic changes it makes to Tier 

1 and Tier 2, and the generic TS and other 

operational requirements. The applicant shall 

maintain SUNSI (including PI) and SGI 

referenced in the generic DCD for the period 

that this appendix may be referenced, as 

specified in Section VII of this appendix. 

* * * * * 

4.a. The applicant for the AP1000 design 

shall maintain a copy of the AIA performed 

to comply with the requirements of 10 CFR 

50.150(a) for the term of the certification 

(including any period of renewal). 

b. An applicant or licensee who references 

this appendix shall maintain a copy of the 

AIA performed to comply with the 

requirements of 10 CFR 50.150(a) throughout 

the pendency of the application and for the 

term of the license (including any period of 

renewal). 

* * * * * 

Dated at Rockville, Maryland, this 16th day 

of February 2011. 

For the Nuclear Regulatory Commission. 

Annette L. Vietti-Cook, 

Secretary of the Commission. 

[FR Doc. 2011–3989 Filed 2–23–11; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0044; Directorate 

Identifier 2010–NM–059–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767–200, –300, –300F, 

and –400ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to The Boeing Company 

Model 767–200, –300, and –300F series 

airplanes. The existing AD currently 

requires inspections to detect cracking 

or corrosion of the fail-safe straps 

between the side fitting of the rear spar 

bulkhead at body station 955 and the 

skin; and follow-on and corrective 

actions. Since we issued that AD, we 

have received additional reports of 

cracks in 51 fail-safe straps on 41 

airplanes; we have also received a report 

of a crack found in the ‘‘T’’ fitting that 

connects the fail-safe strap to the 

outboard edge of the pressure deck. This 

proposed AD would expand the 

applicability, and would add an 

inspection for cracking in the fail-safe 

strap, and repair or replacement if 

necessary. We are proposing this AD to 

detect and correct fatigue cracking or 

corrosion of the fail-safe straps and the 

‘‘T’’ fittings, which could result in 

cracking of adjacent structure and 

consequent reduced structural integrity 

of the fuselage. 

DATES: We must receive comments on 

this proposed AD by April 11, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: 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 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; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6577; fax: 425–917–6590; e-mail: 

berhane.alazar@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–0044; Directorate Identifier 

2010–NM–059–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On September 26, 2005, we issued AD 

2004–19–06 R1, amendment 39–14313 

(70 FR 58000, October 5, 2005), for 

certain Model 767–200, –300, and 

–300F series airplanes. That AD requires 

inspections to detect cracking or 

corrosion of the fail-safe straps between 

the side fitting of the rear spar bulkhead 

at body station (BS) 955 and the skin; 

and follow-on/corrective actions. That 

AD resulted from reports of cracked 

and/or corroded fail-safe straps at BS 

955 on Model 767–200 series airplanes. 

We issued that AD to detect and correct 

fatigue cracking or corrosion of the failsafe straps, which could result in 

cracking of adjacent structure and 

consequent reduced structural integrity 

of the fuselage. 

Actions Since Existing AD Was Issued 

Since we issued AD 2004–19–06 R1, 

we have received additional reports of 

cracks in 51 fail-safe straps on 41 

airplanes. There were 42 fail-safe straps 

repaired, and 9 were not repairable and 

were replaced. Fail-safe straps were 

repaired on 33 airplanes with total 

accumulated flight cycles ranging from 

39,886 to 89,236. Fail-safe straps were 

replaced on 9 airplanes with flight 

cycles ranging from 12,565 to 31,809, 

and flight hours ranging from 48,704 to 

93,212. In addition, 4 fail-safe straps on 

4 airplanes with total accumulated flight 

cycles ranging from 12,540 to 23,987 

and flight hours ranging from 37,634 to 

74,823 were replaced due to corrosion 

damage. 

One report was received of a crack 

found in the ‘‘T’’ fitting that connects the 

fail-safe strap and the pressure deck. 

The cracked ‘‘T’’ fitting was found at 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
Federal Register / Vol. 76, No. 37 / Thursday, February 24, 2011 / Proposed Rules 10289 

13,449 total accumulated flight cycles 

and 74,008 flight hours, and was located 

at the lower of the 3 fastener holes 

common to the fail-safe strap. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 767–53A0100, Revision 1, 

dated August 11, 2006; and Revision 2, 

dated January 15, 2010. Revision 1 of 

this service bulletin both adds certain 

Model 767–400ER airplanes to the 

Effectivity, and removes other airplanes 

from the Effectivity, of Boeing Alert 

Service Bulletin 767–53A0100, dated 

September 26, 2002 (which is identified 

as the appropriate source of service 

information for accomplishing the 

actions specified in the existing AD). 

Revision 1 also adds procedures for an 

ultrasonic inspection and expands the 

inspection area for cracking and 

corrosion to an area within five inches 

of the fail-safe strap. 

Revision 2 of this service bulletin 

adds an airplane that had been removed 

from the Effectivity of Revision 1 of this 

service bulletin. In addition, Revision 2 

of this service bulletin adds procedures 

for a related investigative action for 

certain crack findings during the 

ultrasonic inspection specified in 

Revision 1 of this service bulletin. The 

related investigative action involves an 

open-hole HFEC inspection for cracking 

at the lower of three fastener holes 

common to the fail-safe strap and the 

‘‘T’’ fitting, and repair if necessary. The 

repair includes various inspections (i.e., 

detailed, open-hole HFEC, and surface 

HFEC) for cracking and corrosion of the 

‘‘T’’ fitting and adjacent structure; 

replacement of the ‘‘T’’ fitting with a 

new ‘‘T’’ fitting; repair of corrosion 

within specified limits; and replacement 

of the fail-safe strap with a new strap, 

if necessary. The service bulletin 

specifies to contact Boeing for certain 

repair and replacement procedures. 

Repairing the fail-safe strap or replacing 

the fail-safe strap with a strap having a 

revised edge configuration eliminates 

the need for the repetitive inspections 

only on the side of the airplane on 

which the corrective action is done. 

For airplanes on which a fail-safe 

strap is replaced with a strap that does 

not have a revised edge configuration, 

the service bulletin describes 

procedures for detailed and surface 

HFEC inspections for cracks and 

corrosion of the fail-safe strap, and an 

ultrasonic inspection for cracks of the 

fail-safe strap. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. 

Proposed AD Requirements 

This proposed AD would retain all of 

the requirements of AD 2004–19–06 R1. 

This proposed AD would expand the 

applicability statement of the existing 

AD. This proposed AD would also 

require accomplishing the actions 

specified in Revision 2 of the service 

information described previously, 

except as discussed under ‘‘Differences 

Between the Proposed AD and the 

Service Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

The service bulletin specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Changes to Existing AD 

We have added a new paragraph (d) 

to this proposed AD to provide the Air 

Transport Association (ATA) of America 

subject code 53, Fuselage. This code is 

added to make this proposed AD 

parallel with other new AD actions. We 

have re-identified subsequent 

paragraphs accordingly. 

We have revised the existing AD to 

identify the legal name of the 

manufacturer as published in the most 

recent type certificate data sheet for the 

affected airplane models. 

Since AD 2004–19–06 R1 was issued, 

the AD format has been revised, and 

certain paragraphs have been 

rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 2004–19–06 R1 

Corresponding 

requirement in this 

proposed AD 

paragraph (d). paragraph (e). 

paragraph (e). paragraph (f). 

paragraph (f). paragraph (g). 

paragraph (g). paragraph (h). 

Costs of Compliance 

We estimate that this proposed AD 

affects 390 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspection for Model 767–200, 

–300, and –300F airplanes 

(retained actions from existing AD).

2 work-hours × $85 per hour = 

$170 per inspection cycle.

$0 $170 per inspection cycle. ...... $60,180 per inspection cycle. 

New proposed inspections for 

all airplanes (new proposed 

action).

2 work-hours × $85 per hour = 

$170 per inspection cycle.

$0 $170 per inspection cycle. ...... $66,300 per inspection cycle. 

We estimate the following costs to do 

any necessary repairs/replacements that 

would be required based on the results 

of the proposed inspection. We have no 

way of determining the number of 

aircraft that might need these repairs/ 

replacements: 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
10290 Federal Register / Vol. 76, No. 37 / Thursday, February 24, 2011 / Proposed Rules 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Repair or replacement, Groups 1– 

7, 10, and 11 airplanes.

295 work-hours × $85 per hour = 

$25,075.

Between $9,054 and $15,837 ...... Between $34,129 and $40,912. 

Repair or replacement, Groups 8 

and 9 airplanes.

297 work hours × $85 per hour = 

$25,245.

Between $32,593 and $32,727 .... Between $57,838 and $57,972. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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 

removing airworthiness directive (AD) 

2004–19–06 R1, Amendment 39–14313 

(70 FR 58000, October 5, 2005), and 

adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0044; Directorate Identifier 2010– 

NM–059–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by April 11, 2011. 

Affected ADs 

(b) This AD supersedes AD 2004–19–06 

R1, Amendment 39–14313. 

Applicability 

(c) This AD applies to Model 767–200, 

–300, –300F, and –400ER series airplanes, 

certificated in any category; as identified in 

Boeing Alert Service Bulletin 767–53A0100, 

Revision 2, dated January 15, 2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 53, Fuselage. 

Unsafe Condition 

(e) This AD was prompted by additional 

reports of cracks in 51 fail-safe straps on 41 

airplanes; we have also received a report of 

a crack found in the ‘‘T’’ fitting that connects 

the fail-safe strap to the outboard edge of the 

pressure deck. We are issuing this AD to 

detect and correct fatigue cracking or 

corrosion of the fail-safe straps and the ‘‘T’’ 

fittings, which could result in cracking of 

adjacent structure and consequent reduced 

structural integrity of the fuselage. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Requirements of AD 2004–19–06 R1, 

Amendment 39–14313: Inspections and 

Follow-On/Corrective Actions 

(g) For Model 767–200, –300, and –300F 

series airplanes having line numbers 1 

through 931 inclusive: Except as provided by 

paragraph (h) of this AD, prior to the 

accumulation of 15,000 total flight cycles, or 

within 3,000 flight cycles after November 1, 

2004 (the effective date of AD 2004–19–06 

R1, Amendment 39–14313), whichever 

occurs later, perform a detailed inspection 

and eddy current inspection to detect 

cracking or corrosion of the fail-safe straps 

between the side fitting of the rear spar 

bulkhead at body station (BS) 955 and the 

skin, per Figure 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0100, dated September 26, 2002; or 

Boeing Alert Service Bulletin 767–53A0100, 

Revision 2, dated January 15, 2010. As of the 

effective date of this AD, use only Revision 

2 of Boeing Alert Service Bulletin 767– 

53A0100. Doing the inspections required by 

paragraph (i) of this AD terminates the 

requirements of this paragraph. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’ 

(1) If no crack or corrosion is found, repeat 

the inspections thereafter at intervals not to 

exceed 6,000 flight cycles or 36 months, 

whichever occurs first, until paragraph (i) of 

this AD is done. 

(2) If any crack or corrosion is found, 

before further flight, repair per a method 

approved by the Manager, Seattle Aircraft 

Certification Office (ACO), FAA; or using a 

method approved in accordance with 

paragraph (o) of this AD. 

(h) For airplanes identified in paragraph (g) 

of this AD on which the fail-safe strap has 

been replaced before November 1, 2004: Do 

the actions required by paragraph (g) of this 

AD within 12,000 flight cycles after 

accomplishing the replacement. 

Note 2: Steps 2 and 8 of the Work 

Instructions of Boeing Alert Service Bulletin 

767–53A0100, dated September 26, 2002, 

refer incorrectly to Boeing 767 Airplane 

Maintenance Manual (AMM) 32–00–20 for 

opening the MLG doors; the correct reference 

is Boeing 767 AMM 32–00–15, which is 

referred to in steps 3 and 7 of the Work 

Instructions. Step 2 also should state ‘‘Open 

Main Landing Gear (MLG) doors’’ instead of 

‘‘Open Main Landing Green (MLG) doors.’’ 

New Requirements of This AD With Revised 

Service Information: Repetitive Detailed and 

Eddy Current Inspections 

(i) Prior to the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
Federal Register / Vol. 76, No. 37 / Thursday, February 24, 2011 / Proposed Rules 10291 

occurs later: Perform detailed and eddy 

current inspections to detect cracking and/or 

corrosion of the fail-safe straps between the 

side fitting of the rear spar bulkhead at BS 

955 and the skin, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010. If no crack or 

corrosion is found, repeat the inspections 

thereafter at intervals not to exceed 6,000 

flight cycles or 36 months, whichever occurs 

first. Accomplishing the actions required by 

this paragraph ends the requirements of 

paragraphs (g) and (g)(1) of this AD. 

Repetitive Ultrasonic Inspections 

(j) Prior to the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do an ultrasonic inspection of 

the fail-safe strap for cracking, and all 

applicable related investigative actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0100, Revision 2, dated January 15, 

2010. Do all applicable related investigative 

actions before further flight. If no crack is 

found, repeat the inspection thereafter at 

intervals not to exceed 6,000 flight cycles or 

36 months, whichever occurs first. 

Corrective Actions 

(k) If any corrosion is found during any 

inspection required by paragraph (i) of this 

AD: Before further flight, repair the 

corrosion, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010. 

(l) If any crack is found during any 

inspection required by paragraph (i) or (j) of 

this AD: Before further flight, repair in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0100, Revision 2, dated January 15, 

2010; except where the service bulletin 

specifies to contact Boeing for appropriate 

action, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD. Accomplishing the fail-safe strap trim 

repair in accordance with Boeing Alert 

Service Bulletin 767–53A0100, Revision 2, 

dated January 15, 2010, ends the repetitive 

inspections required by paragraphs (i) and (j) 

of this AD only on the side of the airplane 

where the repair was done. Replacing the 

fail-safe strap with a replacement strap that 

has the revised edge configuration in 

accordance with Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, dated 

January 15, 2010, ends the repetitive 

inspections required by paragraphs (i) and (j) 

of this AD only on the side of the airplane 

where the replacement was done. 

Post-Replacement Inspections 

(m) For any replacement strap that does 

not have a revised edge configuration, as 

specified in Boeing Alert Service Bulletin 

767–53A0100, Revision 2, dated January 15, 

2010: Within 12,000 flight cycles after doing 

the replacement, accomplish the inspections 

required by paragraphs (i) and (j) of this AD. 

Repeat the inspections thereafter at intervals 

not to exceed 6,000 flight cycles or 36 

months, whichever occurs first. Replacing 

the fail-safe strap with a replacement strap 

that has the revised edge configuration in 

accordance with Boeing Alert Service 

Bulletin 767–53A0100, Revision 2, dated 

January 15, 2010, ends the repetitive 

inspections required by paragraphs (i) and (j) 

of this AD only on the side of the airplane 

where the replacement was done. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(n) Actions accomplished before the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 767–53A0100, 

Revision 1, dated August 11, 2006, are 

considered acceptable for compliance with 

the corresponding actions specified in this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(1) The Manager, Seattle 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 e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2004–19–06 

and AD 2004–19–06 R1 are approved as 

AMOCs for paragraphs (g) and (h) of this AD, 

as applicable. 

Related Information 

(p) For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 917– 

6577; fax: (425) 917–6590; e-mail: 

berhane.alazar@faa.gov. 

(q) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; phone: 

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

5680; e-mail: me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. You 

may review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on February 

15, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–4200 Filed 2–23–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF STATE 

22 CFR Parts 120, 122, 123 and 129 

[Public Notice 7338] 

RIN 1400–AC74 

Amendment to the International Traffic 

in Arms Regulations: Electronic 

Payment of Registration Fees; 60-Day 

Notice of the Proposed Statement of 

Registration Information Collection 

AGENCY: Department of State. 

ACTION: Proposed rule and information 

collection; request for comments. 

SUMMARY: The Department of State is 

proposing to amend the International 

Traffic in Arms Regulations (ITAR) to 

change the method of payment to 

electronic submission of registration 

fees. Definitions for ‘‘Foreign 

Ownership’’ and ‘‘Foreign Control’’ are to 

be added. Pursuant to the Paperwork 

Reduction Act, public comment is 

requested on the Statement of 

Registration, the form used for the 

submission of the registration fee. 

DATES: The Department of State will 

accept comments on this proposed rule 

until April 25, 2011. 

ADDRESSES: Interested parties may 

submit comments within 60 days of the 

date of the publication by any of the 

following methods (for those seeking to 

submit comments regarding the 

information collection aspect of the 

Statement of Registration, contact 

information is supplied below): 

• E-mail: 

DDTCResponseTeam@state.gov with the 

subject line, ‘‘Electronic Payment of 

Registration Fees.’’ 

• Mail: PM/DDTC, SA–1, 13th Floor, 

Directorate of Defense Trade Controls, 

Office of Defense Trade Controls 

Compliance, Attn: Electronic Payment 

of Registration Fees, Bureau of Political 

Military Affairs, U.S. Department of 

State, Washington, DC 20522–0112. 

• Persons with access to the Internet 

may also view and comment on this 

notice by searching for its RIN on the 

U.S. Government regulations Web site at 

http://regulations.gov/index.cfm. 

FOR FURTHER INFORMATION CONTACT: Lisa 

V. Studtmann, Director, Office of 

Defense Trade Controls Compliance, 


emcdonald on DSK2BSOYB1PROD with PROPOSALS