This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

46295 

Vol. 78, No. 147 

Wednesday, July 31, 2013 

FEDERAL HOUSING FINANCE 

AGENCY 

12 CFR Part 1254 

RIN 2590–AA53 

Enterprise Underwriting Standards 

AGENCY: Federal Housing Finance 

Agency. 

ACTION: Proposed rule; withdrawal. 

SUMMARY: The Federal Housing Finance 

Agency (FHFA) is withdrawing the 

proposed rule published in the Federal 

Register on June 15, 2012, concerning 

underwriting standards for the Federal 

National Mortgage Association (Fannie 

Mae) and the Federal Home Loan 

Mortgage Corporation (Freddie Mac), 

(together, the Enterprises) relating to 

mortgage assets affected by Property 

Assessed Clean Energy (PACE) 

programs. 

DATES: The proposed rule published 

June 15, 2012, at 77 FR 3958, is 

withdrawn as of July 31, 2013. 

FOR FURTHER INFORMATION CONTACT: 

Alfred M. Pollard, General Counsel, 

(202) 649–3050 (not a toll-free number), 

Federal Housing Finance Agency, 

Constitution Center, Eighth Floor, 400 

Seventh Street SW., Washington, DC 

20024. The telephone number for the 

Telecommunications Device for the 

Hearing Impaired is (800) 877–8339. 

SUPPLEMENTARY INFORMATION: 

I. Background 

This rulemaking was initiated in 

response to a preliminary injunction 

issued by the U.S. District Court for the 

Northern District of California in 2011. 

The case challenged actions by FHFA to 

address certain energy retrofit lending 

programs administered by state or 

county governments. The District Court 

injunction made clear that, during 

pendency of court review and the 

ordered rulemaking, the determination 

of the Agency remained in place, 

specifically that Fannie Mae and 

Freddie Mac should take appropriate 

action to avoid purchasing new or 

refinanced loans that were encumbered 

by this retrofit lending program that 

created a priority ahead of the 

Enterprise lien priority. 

As required by the preliminary 

injunction, FHFA published an 

Advanced Notice of Proposed 

Rulemaking at 77 FR 3958 (January 26, 

2012) and received comments from 

individuals, government entities, 

businesses and scientific groups. 

Subsequently, FHFA published a Notice 

of Proposed Rulemaking at 77 FR 36086 

(June 15, 2012) that proposed 

maintaining the current Agency 

directive or guidance as well as 

considering alternatives that might 

permit some alteration of those Agency 

actions. On August 9, 2012, the District 

Court, which had not acted to direct 

publication of a Final Rule, ordered that 

the Agency should complete the 

rulemaking, moving to a Final Rule 

under a set timeframe; California ex. 

Rel. Harris v. Federal Housing Finance 

Agency, 894 F.Supp.2d 1205 (N.D.Ca. 

2012). 

FHFA appealed the District Court 

rulings to the Ninth Circuit Court of 

Appeals. FHFA objected to the District 

Court’s orders because they interfered 

with the exercise of Agency powers and 

authorities as provided by Congress in 

the Housing and Economic Recovery 

Act of 2008. Two other circuit courts 

had ruled in FHFA’s favor in similar 

cases; see Town of Babylon v. FHFA, 

699 F.3d 221 (2nd Cir. 2012) and Leon 

County, Florida v. FHFA, 700 F.3d 1273 

(11th Cir. 2012). Specifically, in the case 

of Fannie Mae and Freddie Mac, a bar 

on judicial review of conservator 

decisions contained in the Act limited 

court review. Also, the Agency asserted 

and the Ninth Circuit agreed that the 

challenged Agency actions involved the 

exercise of core conservatorship powers. 

Therefore, the District Court orders were 

invalid pursuant to the broad 

congressional bar against judicial action, 

such as those taken by the District 

Court, that would affect the exercise of 

the Conservator’s powers and functions. 

On March 19, 2013, the Ninth Circuit 

overturned the District Court, vacated 

its direction to the Agency and 

dismissed the case against FHFA; 

County of Sonoma v. FHFA, 710 F.3d 

987 (9th Cir. 2013). The Ninth Circuit 

ruling was a final disposition of this 

case. 

II. Withdrawal of Proposed Rule 

FHFA is withdrawing the courtordered rulemaking on this subject. 

FHFA does not contemplate altering its 

policy regarding certain lien-priming 

energy retrofit loan programs at this 

time, but will continue its policy review 

of lending programs that would support 

energy retrofits and might be 

appropriate for purchase by the 

regulated entities. 

III. Regulatory Classification 

Since this notice withdraws a notice 

of proposed rulemaking, it is neither a 

proposed nor a final rulemaking and 

therefore is not within the scope of 

Executive Order 12866 of September 30, 

1993, Regulatory Planning and Review, 

58 FR 51735 or the Regulatory 

Flexibility Act, 5 U.S.C. 601–612. 

Dated: July 24, 2013. 

Edward J. DeMarco, 

Acting Director, Federal Housing Finance 

Agency. 

[FR Doc. 2013–18425 Filed 7–30–13; 8:45 am] 

BILLING CODE 8070–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No.FAA–2013–0650; Notice No. 

23–13–01–SC] 

Special Conditions: Eclipse, EA500, 

Certification of Autothrottle Functions 

Under Part 23 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Eclipse EA500 

airplane. This airplane as modified by 

Innovative Solutions and Support 

(IS&S) will have a novel or unusual 

design feature(s) associated with the 

autothrottle system (ATS). The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These proposed special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 


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46296 Federal Register / Vol. 78, No. 147 / Wednesday, July 31, 2013 / Proposed Rules 

DATES: We must receive your comments 

by August 30, 2013. 

ADDRESSES: Send comments identified 

by docket number [FAA–2013–0650] 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery of Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

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

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://regulations.gov, including any 

personal information the commenter 

provides. Using the search function of 

the docket Web site, anyone can find 

and read the electronic form of all 

comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m., and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Mark S. Orr, FAA, Programs and 

Procedures Branch, ACE–114, Small 

Airplane Directorate, Aircraft 

Certification Service, 901 Locust; 

Kansas City, Missouri 64106; telephone 

(816) 329–4151; facsimile (816) 329– 

4090. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. We ask that you send 

us two copies of written comments. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 

Background 

On April 15, 2011, Innovative 

Solutions and Support (IS&S) applied 

for a supplemental type certificate for an 

update to the aircraft software to 

activate the previously installed 

autothrottle provisions in the EA500. 

The EA500 is a pressurized monoplane 

with provisions for up to six persons 

(standard seating five people) and may 

be operated as a single or two pilot 

aircraft (reference Minimum Flight Crew 

Limitation, AFM 06–122204 Rev 4 

section 2–4). The airplane is operated 

under 14 CFR Part 91 with standard 

systems installed and under 14 CFR part 

135 with additional equipment 

installed. The Eclipse Model EA500 was 

certificated under part 23 by the FAA on 

September 30, 2006 (Type Certificate 

A00002AC) with autothrottle provisions 

(i.e., motors and controls) installed yet 

rendered inactive through ‘‘collaring’’ of 

the ATS motor Electronic Circuit 

Breaker (ECB). Under the original Type 

Certification program, no certification 

credit was received nor the regulatory 

basis established for the autothrottle 

functions of the Eclipse Model EA500 

aircraft. 

Current part 23 airworthiness 

regulations do not contain appropriate 

safety standards for autothrottle system 

(ATS) installations, so special 

conditions are required to establish an 

acceptable level of safety. Part 25 

regulations contain appropriate safety 

standards for these systems, so the 

intent for this project is to apply the 

language in § 25.1329 for the 

autothrottle, substituting § 23.1309 and 

§ 23.143 in place of the similar part 25 

regulations referenced in § 25.1329. 

Type Certification Basis 

Under the provisions of § 21.101, 

IS&S must show that the EA500, as 

changed, continues to meet the 

applicable provisions of the regulations 

incorporated by reference in A00002AC 

or the applicable regulations in effect on 

the date of application for the change. 

The regulations incorporated by 

reference in the type certificate are 

commonly referred to as the ‘‘original 

type certification basis.’’ The regulations 

incorporated by reference in A00002AC 

are as follows: 

14 CFR Part 23 through Amendment 55 

(except 14 CFR 23.1303, Amendment 23–62), 

Part 34 through Amendment 34–3, and Part 

36 through Amendment 36–26. 

Special Conditions: 

23–128–SC for Engine Fire Extinguishing 

System 

23–121–SC for Electronic Engine Control 

System 

23–112A–SC for High Intensity Radiated 

Fields (HIRF) Protection 

Equivalent Levels of Safety Findings: 

ACE–02–19: 14 CFR §§ 23.777(d) and 

23.781 Fuel Cutoff Control 

ACE–05–32: 14 CFR §§ 23.1545(a) and 

23.1581(d) for IndicatedAirspeeds 

ACE–05–34: 14 CFR § 23.181(b), Dynamic 

Stability 

ACE–05–35: 14 CFR § 23.1353(h), Storage 

Battery Design and Installation 

ACE–05–36: 14 CFR § 23.1323(c), Airspeed 

Indicating System 

ACE–06–01: 14 CFR § 23.1545(b)(4), 

Airspeed Indicator 

ACE–06–05: 14 CFR 23, Appendix H, 

§ H23.5, Installation of an Automatic 

Power Reserve System 

ACE–07–04: 14 CFR § 23.1545(b)(4), 

Airspeed Indicator 

ACE–08–12: 14 CFR §§ 23.201(b)(2) Wings 

Level Stall, and 23.203(a), Turning Flight 

and Accelerated Turning Stalls for flight 

into known icing (FIKI) 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., part 23) do not contain adequate or 

appropriate safety standards for the 

EA500 because of a novel or unusual 

design feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate to incorporate the 

same or similar novel or unusual design 

feature, the special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the EA500 must comply 

with the fuel vent and exhaust emission 

requirements of part 34 and the noise 

certification requirements of part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The EA500 will incorporate the 

following novel or unusual design 

features: Innovative Solutions and 

Support (IS&S) has applied for a 

Supplemental Type Certificate (STC) to 

update the aircraft software for 

implementation of an autothrottle 


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Federal Register / Vol. 78, No. 147 / Wednesday, July 31, 2013 / Proposed Rules 46297 

function on the EA500 aircraft. Included 

with the software upgrade is the 

activation of previously installed 

autothrottle provisions. Since the 

current part 23 airworthiness 

regulations do not contain appropriate 

safety standards for ATS installations, 

special conditions are required to 

establish an acceptable level of safety. 

Part 25 regulations contain appropriate 

safety standards for these systems, so 

the intent for this project is to apply the 

language in § 25.1329 for the 

autothrottle, substituting § 23.1309 and 

§ 23.143 in place of the similar part 25 

regulations referenced in § 25.1329. In 

addition, proper function of the ATS 

must be demonstrated according to 

§ 23.1301 in a manner acceptable to the 

administrator, as prior evaluations of 

the system components included in the 

existing type design did not include 

demonstration of proper installed 

function on the ground or in the air. 

Discussion 

Part 23 at this time does not 

sufficiently address autothrottle 

technology and safety concerns. 

Therefore, special conditions must be 

developed and applied to this project to 

ensure an acceptable level of safety has 

been obtained. For approval to use the 

ATS during flight, the Eclipse EA500 

airplane must demonstrate compliance 

to the intent of the requirements of 

§ 25.1329, applying the appropriate part 

23 references to § 23.1309 (to include 

performing FHA/SSA to determine the 

appropriate/applicable Software and 

Airborne Electronic Hardware assurance 

levels) and § 23.143 and the following 

proposed special conditions: 

The following special conditions, 

derived from § 25.1329, are proposed for 

the Eclipse EA500 airplane: 

(a) Quick disengagement controls for the 

autothrust functions must be provided for 

each pilot. The autothrust quick 

disengagement controls must be located on 

the thrust control levers. Quick 

disengagement controls must be readily 

accessible to each pilot while operating the 

thrust control levers. 

(b) The effects of a failure of the system to 

disengage the autothrust functions when 

manually commanded by the pilot must be 

assessed in accordance with the 

requirements of Sec. 23.1309. 

(c) Engagement or switching of the flight 

guidance system, a mode, or a sensor may 

not cause the autothrust system to effect a 

transient response that alters the airplane’s 

flight path any greater than a minor 

transient, as defined in paragraph (l)(1) of 

this section. 

(d) Under normal conditions, the 

disengagement of any automatic control 

function of a flight guidance system may not 

cause a transient response of the airplane’s 

flight path any greater than a minor 

transient. 

(e) Under rare normal and non-normal 

conditions, disengagement of any automatic 

control function of a flight guidance system 

may not result in a transient any greater than 

a significant transient, as defined in 

paragraph (l)(2) of this section. 

(f) The function and direction of motion of 

each command reference control, such as 

heading select or vertical speed, must be 

plainly indicated on, or adjacent to, each 

control if necessary to prevent inappropriate 

use or confusion. 

(g) Under any condition of flight 

appropriate to its use, the flight guidance 

system may not produce hazardous loads on 

the airplane, nor create hazardous deviations 

in the flight path. This applies to both faultfree operation and in the event of a 

malfunction, and assumes that the pilot 

begins corrective action within a reasonable 

period of time. 

(h) When the flight guidance system is in 

use, a means must be provided to avoid 

excursions beyond an acceptable margin 

from the speed range of the normal flight 

envelope. If the airplane experiences an 

excursion outside this range, a means must 

be provided to prevent the flight guidance 

system from providing guidance or control to 

an unsafe speed. 

(i) The flight guidance system functions, 

controls, indications, and alerts must be 

designed to minimize flightcrew errors and 

confusion concerning the behavior and 

operation of the flight guidance system. 

Means must be provided to indicate the 

current mode of operation, including any 

armed modes, transitions, and reversions. 

Selector switch position is not an acceptable 

means of indication. The controls and 

indications must be grouped and presented 

in a logical and consistent manner. The 

indications must be visible to each pilot 

under all expected lighting conditions. 

(j) Following disengagement of the 

autothrust function, a caution (visual and 

auditory) must be provided to each pilot. 

(k) During autothrust operation, it must be 

possible for the flightcrew to move the thrust 

levers without requiring excessive force. The 

autothrust may not create a potential hazard 

when the flightcrew applies an override force 

to the thrust levers. 

(l) For purposes of this section, a transient 

is a disturbance in the control or flight path 

of the airplane that is not consistent with 

response to flightcrew inputs or 

environmental conditions. 

(1) A minor transient would not 

significantly reduce safety margins and 

would involve flightcrew actions that are well 

within their capabilities. A minor transient 

may involve a slight increase in flightcrew 

workload or some physical discomfort to 

passengers or cabin crew. 

(2) A significant transient may lead to a 

significant reduction in safety margins, an 

increase in flightcrew workload, discomfort 

to the flightcrew, or physical distress to the 

passengers or cabin crew, possibly including 

non-fatal injuries. Significant transients do 

not require, in order to remain within or 

recover to the normal flight envelope, any of 

the following: 

(i) Exceptional piloting skill, alertness, or 

strength. 

(ii) Forces applied by the pilot which are 

greater than those specified in Sec. 23.143(c). 

(iii) Accelerations or attitudes in the 

airplane that might result in further hazard 

to secured or non-secured occupants. 

The applicant must also functionally 

demonstrate independence between the 

left and right ATS installation to prove 

they cannot have a single point failure 

that is not extremely improbable that 

inadvertently leads to a loss of thrust, or 

to substantial uncommanded thrust 

changes and transients, in both engines 

simultaneously. 

Applicability 

As discussed above, these special 

conditions are applicable to the EA500. 

Should IS&S apply at a later date for a 

supplemental type certificate to modify 

any other model included on A00002AC 

to incorporate the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

EA500 of airplanes. It is not a rule of 

general applicability and it affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Proposed Special Conditions 

Accordingly, the FAA proposes the 

following special conditions as part of 

the type certification basis for Eclipse 

EA500 airplanes modified by IS&S. 

1. Certification of Autothrottle 

Functions under Part 23. 

The following special conditions, 

derived from § 25.1329, are proposed for 

the Eclipse EA500 airplane: 

(a) Quick disengagement controls for the 

autothrust functions must be provided for 

each pilot. The autothrust quick 

disengagement controls must be located on 

the thrust control levers. Quick 

disengagement controls must be readily 

accessible to each pilot while operating the 

thrust control levers. 

(b) The effects of a failure of the system to 

disengage the autothrust functions when 

manually commanded by the pilot must be 

assessed in accordance with the 

requirements of Sec. 23.1309. 

(c) Engagement or switching of the flight 

guidance system, a mode, or a sensor may 


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46298 Federal Register / Vol. 78, No. 147 / Wednesday, July 31, 2013 / Proposed Rules 

not cause the autothrust system to effect a 

transient response that alters the airplane’s 

flight path any greater than a minor 

transient, as defined in paragraph (l)(1) of 

this section. 

(d) Under normal conditions, the 

disengagement of any automatic control 

function of a flight guidance system may not 

cause a transient response of the airplane’s 

flight path any greater than a minor 

transient. 

(e) Under rare normal and non-normal 

conditions, disengagement of any automatic 

control function of a flight guidance system 

may not result in a transient any greater than 

a significant transient, as defined in 

paragraph (l)(2) of this section. 

(f) The function and direction of motion of 

each command reference control, such as 

heading select or vertical speed, must be 

plainly indicated on, or adjacent to, each 

control if necessary to prevent inappropriate 

use or confusion. 

(g) Under any condition of flight 

appropriate to its use, the flight guidance 

system may not produce hazardous loads on 

the airplane, nor create hazardous deviations 

in the flight path. This applies to both faultfree operation and in the event of a 

malfunction, and assumes that the pilot 

begins corrective action within a reasonable 

period of time. 

(h) When the flight guidance system is in 

use, a means must be provided to avoid 

excursions beyond an acceptable margin 

from the speed range of the normal flight 

envelope. If the airplane experiences an 

excursion outside this range, a means must 

be provided to prevent the flight guidance 

system from providing guidance or control to 

an unsafe speed. 

(i) The flight guidance system functions, 

controls, indications, and alerts must be 

designed to minimize flightcrew errors and 

confusion concerning the behavior and 

operation of the flight guidance system. 

Means must be provided to indicate the 

current mode of operation, including any 

armed modes, transitions, and reversions. 

Selector switch position is not an acceptable 

means of indication. The controls and 

indications must be grouped and presented 

in a logical and consistent manner. The 

indications must be visible to each pilot 

under all expected lighting conditions. 

(j) Following disengagement of the 

autothrust function, a caution (visual and 

auditory) must be provided to each pilot. 

(k) During autothrust operation, it must be 

possible for the flightcrew to move the thrust 

levers without requiring excessive force. The 

autothrust may not create a potential hazard 

when the flightcrew applies an override force 

to the thrust levers. 

(l) For purposes of this section, a transient 

is a disturbance in the control or flight path 

of the airplane that is not consistent with 

response to flightcrew inputs or 

environmental conditions. 

(1) A minor transient would not 

significantly reduce safety margins and 

would involve flightcrew actions that are well 

within their capabilities. A minor transient 

may involve a slight increase in flightcrew 

workload or some physical discomfort to 

passengers or cabin crew. 

(2) A significant transient may lead to a 

significant reduction in safety margins, an 

increase in flightcrew workload, discomfort 

to the flightcrew, or physical distress to the 

passengers or cabin crew, possibly including 

non-fatal injuries. Significant transients do 

not require, in order to remain within or 

recover to the normal flight envelope, any of 

the following: 

(i) Exceptional piloting skill, alertness, or 

strength. 

(ii) Forces applied by the pilot which are 

greater than those specified in Sec. 23.143(c). 

(iii) Accelerations or attitudes in the 

airplane that might result in further hazard 

to secured or non-secured occupants. 

The applicant must also functionally 

demonstrate independence between the 

left and right ATS installation to prove 

they cannot have a single point failure 

that is not extremely improbable that 

inadvertently leads to a loss of thrust, or 

to substantial uncommanded thrust 

changes and transients, in both engines 

simultaneously. 

Issued in Kansas City, Missouri, on July 24, 

2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–18399 Filed 7–30–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0629; Directorate 

Identifier 2012–NM–214–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Fokker Services B.V. Model F.28 Mark 

0070 and 0100 airplanes. This proposed 

AD was prompted by a design review, 

which revealed that under certain 

failure conditions of the maximum level 

(Max Level) sensor wiring, a short 

circuit may develop that causes a hot 

spot on the wiring conduit, or 

puncturing of the wiring conduit wall in 

the center wing fuel tank. This proposed 

AD would require installing fuses in the 

Max Level sensor wiring; and revising 

the airplane maintenance program by 

incorporating critical design 

configuration control limitations. We 

are proposing this AD to prevent an 

ignition source in the center wing fuel 

tank vapor space, which could result in 

a fuel tank explosion and consequent 

loss of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 16, 

2013. 

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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

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

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 1357, 2130 EL Hoofddorp, the 

Netherlands; telephone +31 (0)88–6280– 

350; fax +31 (0)88–6280–111; email 

technicalservices@fokker.com; Internet 

http://www.myfokkerfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. 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 Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the MCAI, 

the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

425–227–1137; fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 


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