Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35609 

TABLE 3—DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–28–046 

Fokker Drawing— Sheet— Issue— Dated— 

W41194 ......................................................................................... 007 D ........................................................................... March 27, 2008. 

W41194 ......................................................................................... 008 D ........................................................................... March 27, 2008. 

TABLE 4—DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–28–061 

Fokker Drawing— Sheet— Issue— Dated— 

W41194 ......................................................................................... 007 D ........................................................................... April 20, 2009. 

W41194 ......................................................................................... 008 D ........................................................................... April 20, 2009. 

TABLE 5—DRAWINGS INCLUDED IN FOKKER SERVICE BULLETIN SBF100–76–020 

Fokker Drawing— Sheet— Issue— Dated— 

W41460 ......................................................................................... 002 Original ................................................................. April 20, 2009. 

W41460 ......................................................................................... 003 Original ................................................................. April 20, 2009. 

W59170 ......................................................................................... 12 AC ........................................................................ March 20, 2008. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 231, 2150 

AE Nieuw-Vennep, the Netherlands; 

telephone +31 (0)252–627–350; fax +31 

(0)252–627–211; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.com. 

(3) 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. 

(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: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington on June 16, 

2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–15056 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0280; Directorate 

Identifier 2009–NM–259–AD; Amendment 

39–16334; AD 2010–13–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200LR and 

–300ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 777–200LR and –300ER series 

airplanes. This AD requires doing a high 

frequency eddy current inspection for 

cracking of the keyway of the fuel tank 

access door cutout on the left and right 

wings between wing rib numbers 8 

(wing station 387) and 9 (wing station 

414.5), and related investigative and 

corrective actions if necessary. This AD 

results from reports of cracks emanating 

from the keyway of the fuel tank access 

door cutout of the lower wing skin 

between wing rib numbers 8 and 9. We 

are issuing this AD to prevent loss of the 

lower wing skin load path, which could 

cause catastrophic structural failure of 

the wing. 

DATES: This AD is effective July 28, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of July 28, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the 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: 

Duong Tran, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6452; fax (425) 917–6590. 

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 

certain Model 777–200LR and –300ER 

series airplanes. That NPRM was 

published in the Federal Register on 

April 2, 2010 (75 FR 16683). That NPRM 

proposed to require doing a high 

frequency eddy current inspection for 


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35610 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

cracking of the keyway of the fuel tank 

access door cutout on the left and right 

wings between wing rib numbers 8 

(wing station 387) and 9 (wing station 

414.5), and related investigative and 

corrective actions if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

Boeing supports the NPRM. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 16 

airplanes of U.S. registry. We also 

estimate that it takes 2 work-hours per 

product to comply with this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $2,720, or $170 per product. 

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), and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2010–13–03 The Boeing Company: 

Amendment 39–16334. Docket No. 

FAA–2010–0280; Directorate Identifier 

2009–NM–259–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective July 28, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 777–200LR and -300ER 

series airplanes, certificated in any category, 

as identified in Boeing Alert Service Bulletin 

777–57A0069, dated November 5, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of cracks 

emanating from the keyway of the fuel tank 

access door cutout of the lower wing skin 

between wing rib numbers 8 and 9. The 

Federal Aviation Administration is issuing 

this AD to prevent loss of the lower wing 

skin load path, which could cause 

catastrophic structural failure of the wing. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection 

(g) At the applicable time specified in 

paragraphs (g)(1) and (g)(2) of this AD, do a 

high frequency eddy current (HFEC) 

inspection for cracking of the keyway of the 

fuel tank access door cutout on the left and 

right wings between wing rib numbers 8 

(wing station 387) and 9 (wing station 414.5), 

and do all applicable corrective actions 

including applicable related investigative 

action (an HFEC inspection for cracking of 

machined areas), in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–57A0069, dated 

November 5, 2009, except as required by 

paragraph (h) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. 

(1) For Group 1, Configuration 1 airplanes, 

as identified in Boeing Alert Service Bulletin 

777–57A0069, dated November 5, 2009: 

Before the accumulation of 3,500 total flight 

cycles, or within 500 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

(2) For Group 1, Configuration 2 airplanes 

and Group 2 airplanes, as identified in 

Boeing Alert Service Bulletin 777–57A0069, 

dated November 5, 2009, on which a crack 

was found in the cutout keyway when the 

cutout keyway was changed: Within 1,125 

days after the effective date of this AD. 

Note 1: For Group 1, Configuration 2 

airplanes and Group 2 airplanes, as identified 

in Boeing Alert Service Bulletin 777– 

57A0069, dated November 5, 2009, on which 

no crack was found in the cutout keyway 

when the cutout keyway was changed: No 

further action is required by this AD. 

Exceptions to Service Bulletin 

(h) If any cracking is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 777–57A0069, dated 

November 5, 2009, specifies to contact 

Boeing for appropriate action: Before further 

flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (i) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(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. Send information to ATTN: 

Duong Tran, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; telephone (425) 917–6452; fax 

(425) 917–6590. Or, e-mail information to 9- 

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

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 


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Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35611 

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 the 

approval must specifically refer to this AD. 

Material Incorporated by Reference 

(j) You must use Boeing Alert Service 

Bulletin 777–57A0069, dated November 5, 

2009, to do the actions required by this AD, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) 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. 

(3) 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. 

(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: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on June 10, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–14977 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0043; Directorate 

Identifier 2009–NM–128–AD; Amendment 

39–16337; AD 2010–13–06] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Corporation Model DC–10–10, 

DC–10–10F, and MD–10–10F Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model DC–10–10, DC–10–10F, and MD– 

10–10F airplanes. This AD requires a 

one-time high frequency eddy current 

inspection of fastener holes for cracks at 

the left and right side wing rear spar 

lower cap at station Xors=345, and other 

specified and corrective actions if 

necessary. This AD results from a report 

of three instances of Model DC–10–10F 

airplanes having fuel leaks in the wing 

rear spar lower cap at station Xors=345. 

We are issuing this AD to prevent cracks 

in the spar cap, which could lead to 

cracking of the lower wing skin, fuel 

leaks, and the inability of the structure 

to sustain limit load. 

DATES: This AD is effective July 28, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of July 28, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the 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: 

Nenita Odesa, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; telephone (562) 

627–5234; fax (562) 627–5210. 

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 

certain McDonnell Douglas Model DC– 

10–10, DC–10–10F, and MD–10–10F 

airplanes. That NPRM was published in 

the Federal Register on January 19, 

2010 (75 FR 2831). That NPRM 

proposed to require a one-time high 

frequency eddy current inspection of 

fastener holes for cracks at the left and 

right side wing rear spar lower cap at 

station Xors=345, and other specified 

and corrective actions if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

FedEx supports the NPRM with the 

following comment. 

Request for Clarification Regarding 

Estimated Costs 

FedEx states that the numbers in the 

Estimated Costs table of the NPRM do 

not match the numbers in Boeing Alert 

Service Bulletin DC10–57A157, dated 

May 12, 2009. FedEx states that the cost 

per airplane is either $944 or $1,319 for 

parts, and requires 42.4 work-hours, 

totaling either $4,711 or $4,336 per 

airplane depending on group, according 

to the service bulletin. FedEx states that 

the NPRM gives a cost estimate of $160 

per airplane. 

We infer that the commenter wants 

clarification regarding the difference in 

the estimated costs. Since issuance of 

the NPRM, we have increased the labor 

rate used in the Costs of Compliance 

from $80 per work-hour to $85 per 

work-hour. The Costs of Compliance 

information, below, reflects this 

increase in the specified hourly labor 

rate. The cost of the required inspection 

is 2 hours at $85 per work-hour, totaling 

$170 per airplane. The service bulletin 

includes costs for on-condition actions, 

including $944 or $1,319 for the cost of 

parts and 42.4 work-hours. However, 

the economic analysis of an AD is 

limited to the cost of actions that are 

actually required. The economic 

analysis does not consider the costs of 

on-condition actions, such as repairing 

a crack detected during a required 

inspection (‘‘repair, if necessary’’). Such 

on-condition 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 have not 

changed the AD in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 68 

airplanes of U.S. registry. The following 


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