Federal Register / Vol. 75, No. 223 / Friday, November 19, 2010 / Proposed Rules 70863 

063, dated April 15, 2010 (for Model F28 

Mark 0100 airplanes). 

(2) If a part number other than P/N 

D48127–009 for Model F28 Mark 0100 

airplanes and P/N A42509–089 for Model 

F28 Mark 1000, 2000, 3000, and 4000 

airplanes is installed, within 24 months after 

the effective date of this AD, replace the cam 

with a cam having a correct part number, and 

do an inspection to verify that the cam 

operates correctly, in accordance with Part 2 

of the Accomplishment Instructions of 

Fokker Service Bulletin SBF28–28–052, 

dated April 20, 2010 (for Model F28 Mark 

1000, 2000, 3000, and 4000 airplanes); or 

SBF100–28–063, dated April 15, 2010 (for 

Model F28 Mark 0100 airplanes). 

(3) If, during any inspection required by 

paragraphs (g)(1) and (g)(2) of this AD, the 

cam does not operate correctly, before further 

flight, adjust the cam until it operates 

correctly, in accordance with Part 2 of the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF28–28–052, dated April 

20, 2010 (for Model F28 Mark 1000, 2000, 

3000, and 4000 airplanes); or SBF100–28– 

063, dated April 15, 2010 (for Model F28 

Mark 0100 airplanes). 

Repetitive Inspections 

(h) Within 1,200 flight hours after verifying 

that the cam operates correctly, as required 

by paragraphs (g)(1) and (g)(2) of this AD, as 

applicable: Do an inspection to verify that the 

cam operates correctly and, before further 

flight, do all applicable corrective actions, in 

accordance with Part 2 of the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF28–28–052, dated April 

20, 2010 (for Model F28 Mark 1000, 2000, 

3000, and 4000 airplanes); or SBF100–28– 

063, dated April 15, 2010 (for Model F28 

Mark 0100 airplanes). Thereafter, repeat the 

inspection of the cam at intervals not to 

exceed 1,200 flight hours. 

Parts Installation 

(i) As of the effective date of this AD, no 

person may install an FCP access door, cam, 

or fueling panel on any airplane, unless the 

requirements of this AD have been 

accomplished on the cam. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although paragraph (6) of the MCAI provides 

an option to incorporate the repetitive 

functional inspection into the maintenance 

program and then use the maintenance 

program as a method of complying with the 

repetitive inspection requirement, this AD 

does not include that provision. 

Other FAA AD Provisions 

(j) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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: 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. 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. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(k) Refer to MCAI EASA Airworthiness 

Directive 2010–0139, dated July 1, 2010; 

Fokker Service Bulletin SBF28–28–052, 

dated April 20, 2010; and Fokker Service 

Bulletin SBF100–28–063, dated April 15, 

2010; for related information. 

Issued in Renton, Washington, on 

November 10, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–29228 Filed 11–18–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0090; Directorate 

Identifier 2007–NM–312–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for certain Model 747 airplanes. The 

original NPRM would have required 

measuring the electrical bond resistance 

between the motor operated valve 

(MOV) actuators and airplane structure 

for the main, center, auxiliary, and 

horizontal stabilizer fuel tanks, as 

applicable, and corrective action if 

necessary. The original NPRM also 

would have required a revision to the 

maintenance program to incorporate 

airworthiness limitation (AWL) No. 28– 

AWL–21 or AWL No. 28–AWL–27, as 

applicable. The original NPRM resulted 

from fuel system reviews conducted by 

the manufacturer. This supplemental 

NPRM would revise the original NPRM 

by adding airplanes to the applicability, 

and would require replacing 

production-installed laminate phenolic 

spacers with metallic spacers between 

the fuel jettison MOV and the airplane 

structure, as applicable. We are 

proposing this supplemental NPRM to 

prevent electrical current from flowing 

through an MOV actuator into a fuel 

tank, which could create a potential 

ignition source inside the fuel tank. This 

condition, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

DATES: We must receive comments on 

this supplemental NPRM by December 

14, 2010. 

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 20590, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed 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 


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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 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6505; fax (425) 917–6590. 

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–2008–0090; Directorate Identifier 

2007–NM–312–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 

We issued a notice of proposed 

rulemaking (NPRM) (the ‘‘original 

NPRM’’) to amend 14 CFR part 39 to 

include an airworthiness directive (AD) 

that would apply to certain Model 747 

airplanes. That original NPRM was 

published in the Federal Register on 

January 31, 2008 (73 FR 5773). That 

original NPRM proposed to require 

measuring the electrical bond resistance 

between the motor operated valve 

(MOV) actuators and airplane structure 

for the main, center, auxiliary, and 

horizontal stabilizer fuel tanks, as 

applicable, and corrective action if 

necessary. That original NPRM also 

proposed to require a revision to the 

maintenance program to incorporate 

airworthiness limitation (AWL) No. 28– 

AWL–21 or AWL No. 28–AWL–27, as 

applicable. 

Actions Since Original NPRM Was 

Issued 

Since we issued the original NPRM, 

we reviewed Boeing Service Bulletin 

747–28A2292, Revision 2, dated May 

13, 2010 (for Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, 747SR, and 747SP 

series airplanes). This service bulletin 

clarifies the procedure for measuring the 

electrical bond resistance, and adds 

procedures for replacing productioninstalled laminate phenolic spacers with 

metallic spacers for airplanes in Groups 

12, 16, 17, 18, and 19. This service 

bulletin also adds airplanes to the 

Effectivity. Paragraphs (c) and (g) of this 

supplemental NPRM have been revised 

accordingly. 

We also reviewed Boeing Service 

Bulletin 747–28A2294, Revision 1, 

dated March 5, 2009 (for Model 747–400 

series airplanes equipped with an active 

horizontal stabilizer fuel tank). This 

service bulletin is the same as the 

original issue, dated September 21, 

2007, except that a reference to Subsection 28–17–03 of Boeing 747–400 

Airplane Maintenance Manual (AMM) 

is corrected in Revision 1. 

We reviewed Boeing 747–100/200/ 

300/SP Airworthiness Limitations 

(AWLs) and Certification Maintenance 

Requirements (CMRs), Document D6– 

13747–CMR, Revision March 2008 

(hereafter referred to as ‘‘Document D6– 

13747–CMR’’). (We referred to Revision 

January 2007 of Document D6–13747– 

CMR in the original NPRM.) Document 

D6–13747–CMR revises certain AWLs 

for fuel tank systems. However, AWL 

No. 28–AWL–21, which is specified in 

this supplemental NPRM, has not been 

revised in Document D6–13747–CMR, 

Revision March 2008. 

We also reviewed the Boeing 747–400 

Maintenance Planning Data (MPD) 

Document, Section 9, D621U400–9, 

Revision December 2009 (hereafter 

referred to as ‘‘Boeing 747–400 MPD’’). 

Among other things, Subsection D of 

Boeing 747–400 MPD has been revised 

to clarify the ‘‘Applicability’’ of AWL 

No. 28–AWL–27, which is a critical 

design configuration control limitation 

(CDCCL) to maintain the design features 

of the MOV actuator. 

We have revised this supplemental 

NPRM to refer to the latest service 

information described previously. 

Other Relevant Rulemaking 

On April 28, 2008, we issued AD 

2008–10–07, Amendment 39–15513 (73 

FR 25977, May 8, 2008); and on October 

30, 2009, we issued AD 2008–10–07 R1, 

Amendment 39–16070 (74 FR 56098, 

November 16, 2009); applicable to all 

Boeing Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747– 

200F, 747–300, 747SR, and 747SP series 

airplanes. Those ADs require revising 

the maintenance program by 

incorporating new AWLs for fuel tank 

systems to satisfy Special Federal 

Aviation Regulation No. 88 (‘‘SFAR 88’’) 

requirements. As an optional action, 

those ADs also allow incorporating 

AWL No. 28–AWL–21 into the 

maintenance program. Therefore, we 

have added a new paragraph (n) to this 

supplemental NPRM to specify that 

incorporating AWL No. 28–AWL–21 

into the maintenance program in 

accordance with paragraph (g) of AD 

2008–10–07 or 2008–10–07 R1 

terminates the action required by 

paragraph (k) of this supplemental 

NPRM for the applicable airplanes. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the three commenters. 

Request To Allow Use of Future 

Revisions of the Service Bulletins 

Boeing requested that we revise the 

original NPRM to specify that the 

proposed modifications may also be 

done in accordance with any futureapproved revisions to Boeing Alert 

Service Bulletin 747–28A2292, dated 

September 14, 2007; and Boeing Alert 

Service Bulletin 747–28A2294, dated 

September 21, 2007. As justification, 

Boeing stated that these service 

bulletins could be revised by the time 

we issue the AD. 

We partially agree. As discussed 

previously, we have revised this 

supplemental NPRM to refer to the most 

recently issued service information. 

However, we do not agree to refer to 

‘‘later revisions.’’ To allow operators to 

use later revisions of the referenced 

service documents, either we must 

revise the AD to reference specific later 

revisions, or operators must request 

approval to use later revisions as an 

alternative method of compliance with 

the AD. Therefore, we have removed all 

references to the use of a ‘‘later revision’’ 

of the applicable service information 

from this supplemental NPRM to be 


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consistent with FAA policy. We may 

consider approving the use of later 

revisions of the service information as 

an AMOC with this AD, as provided by 

paragraph (q) of this supplemental 

NPRM. 

Request To Revise Paragraphs (h) and 

(i) of the Original NPRM 

KLM Royal Dutch Airlines (KLM) 

stated that the intent of the original 

NPRM is to maintain the design features 

introduced in accordance with Boeing 

Alert Service Bulletin 747–28A2292, 

dated September 14, 2007; and Boeing 

Alert Service Bulletin 747–28A2294, 

dated September 21, 2007; respectively; 

when an MOV actuator is installed. 

KLM thought that it was clearer if the 

NPRM stated that the CDCCLs must be 

incorporated into the applicable 

paragraphs of the AMM to maintain 

these design features. 

We infer that KLM requests that we 

revise paragraphs (h) and (i) of the 

NPRM as proposed above. We disagree 

with the commenter’s request. We 

disagree that incorporating CDCCLs into 

the AMM is the appropriate location for 

a CDCCL. The AMM is not an FAAapproved document. The appropriate 

location for a CDCCL is in the FAAapproved section (i.e., the 

Airworthiness Limitations section) of an 

operator’s maintenance program. We 

have not changed this supplemental 

NPRM in this regard. 

Request To Exclude a Certain Airplane 

From the Requirements of Paragraph 

(g) of the Original NPRM 

Lufthansa requested that we exclude 

a certain Model 747–400 series airplane 

from paragraph (g) of the original NPRM 

because the horizontal stabilizer tank 

(HST) on that airplane has never been 

activated. 

We disagree with the request. 

Although the HST might not be 

activated at this time, it could be 

activated in the future. We cannot 

exclude an airplane from the 

requirements of this supplemental 

NPRM without substantiation that the 

unsafe condition has been adequately 

addressed. We have not changed this 

supplemental NPRM in this regard. 

Request To Extend Compliance Time 

Lufthansa requested that we extend 

the compliance time of the original 

NPRM from 60 months to 72 months. 

Lufthansa stated that this extension will 

allow operators to implement the 

modification at the next maintenance 

layover. 

KLM requested that we extend the 

compliance time of the original NPRM 

from 60 months to 96 months. KLM 

stated that tank entry might be 

necessary for accomplishing the actions, 

and KLM wanted to avoid tank entry 

during C-checks. 

We disagree with the commenters’ 

requests to extend the compliance time. 

In developing an appropriate 

compliance time for this supplemental 

NPRM, we considered the urgency 

associated with the subject unsafe 

condition and the practical aspect of 

accomplishing the required actions on 

the Model 747 fleet in a timely manner. 

We recognize that operators may have 

different schedules for accomplishing 

heavy maintenance, but at the same 

time, we find that the 60-month 

compliance time will include most 

operators’ schedules for that type of 

work. Further, according to the 

provisions of paragraph (q) of this AD, 

we may consider approving requests to 

adjust the compliance time if those 

requests include data that prove that the 

new compliance time would provide an 

acceptable level of safety. No change to 

this supplemental NPRM is necessary in 

this regard. 

Other Change Made to This 

Supplemental NPRM 

We have added a new paragraph (m) 

to this supplemental NPRM to specify 

that no alternative CDCCLs may be used 

unless they are approved as an AMOC. 

Inclusion of this paragraph in the 

supplemental NPRM is intended to 

ensure that the AD-mandated 

airworthiness limitations changes are 

treated the same as the airworthiness 

limitations issued with the original type 

certificate. 

FAA’s Determination and Proposed 

Requirements of the Supplemental 

NPRM 

We are proposing this supplemental 

NPRM because we evaluated all 

pertinent information and determined 

an unsafe condition exists and is likely 

to exist or develop on other products of 

the same type design. Certain changes 

described above expand the scope of the 

original NPRM. As a result, we have 

determined that it is necessary to reopen 

the comment period to provide 

additional opportunity for the public to 

comment on this supplemental NPRM. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the original NPRM, 

we have increased the labor rate used in 

the Costs of Compliance form $80 per 

work-hour to $85 per work-hour. The 

Costs of Compliance information, 

below, reflects this increase in the 

specified hourly labor rate. 

For convenience to the operator, the 

Estimated Costs table, below, was 

revised to break out the cost of replacing 

the spacers and the on-condition costs. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 222 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 

Measurement ................ Up to 7 work-hours × $85 per hour = 

Up to $595.

Up to $350 ................... Up to $945 ................... Up to $209,790. 

Replacement (Up to 60 

airplanes).

Up to 4 work-hours × $85 per hour = 

Up to $340.

$1,305 .......................... Up to $1,645 ................ Up to $98,700. 

Maintenance program 

revision.

1 work-hour × $85 per hour = $85 ........ $0 ................................. $85 ............................... $18,870. 

We estimate the following costs to do 

any necessary modification 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 this modification: 


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ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Change electrical bond and rework part contact surface.436 work-hours × $85 per hour = $37,060 ...... Up to $35,760 ............. Up to $72,820. 

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 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 this 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), 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. 

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 adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2008–0090; Directorate Identifier 2007– 

NM–312–AD. 

Comments Due Date 

(a) We must receive comments by 

December 14, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747–400D, 747–400F, 

747SR, and 747SP series airplanes, 

certificated in any category; as identified in 

Boeing Service Bulletin 747–28A2292, 

Revision 2, dated May 13, 2010. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance (AMOC) 

according to paragraph (q) of this AD. The 

request should include a description of 

changes to the required inspections that will 

ensure the continued operational safety of 

the airplane. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. The 

Federal Aviation Administration is issuing 

this AD to prevent electrical current from 

flowing through a motor operated valve 

(MOV) actuator into a fuel tank, which could 

create a potential ignition source inside the 

fuel tank. This condition, in combination 

with flammable fuel vapors, could result in 

a fuel tank explosion and consequent loss of 

the airplane. 

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. 

Measurement, Corrective Action, and 

Replacement 

(g) Within 60 months after the effective 

date of this AD, do the actions required by 

paragraphs (g)(1) and (g)(2) of this AD, as 

applicable. 

(1) Measure the electrical bond resistance 

between the MOV actuators and the airplane 

structure for the main, center, and auxiliary 

fuel tanks, as applicable; and do all 

applicable corrective actions; by 

accomplishing all of the applicable actions in 

the Accomplishment Instructions of Boeing 

Service Bulletin 747–28A2292, Revision 2, 

dated May 13, 2010. The corrective actions 

must be accomplished before further flight. 

(2) For airplanes in Groups 12, 16, 17, 18, 

and 19, as identified in Boeing Service 

Bulletin 747–28A2292, Revision 2, dated 

May 13, 2010: Within 60 months after the 

effective date of this AD, replace productioninstalled laminate phenolic spacers with 

metallic spacers, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–28A2292, Revision 2, 

dated May 13, 2010. 

(h) For airplanes identified in Boeing 

Service Bulletin 747–28A2294, Revision 1, 

dated March 5, 2009: Within 60 months after 

the effective date of this AD, measure the 

electrical bond resistance between the MOV 

actuators and airplane structure for the 

horizontal stabilizer (HST) fuel tanks, and do 

all the applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 747– 

28A2294, Revision 1, dated March 5, 2009. 

The corrective actions must be accomplished 

before further flight. 

Deactivation of the HST 

(i) For airplanes identified in Boeing 

Service Bulletin 747–28A2294, Revision 1, 

dated March 5, 2009: Deactivation of the 

HST, in accordance with the applicable 

Boeing service information specified in Table 

1 of this AD, terminates the requirements of 

paragraph (h) of this AD, except as provided 

by paragraph (j) of this AD. Deactivation of 

the HST before the effective date of this AD 

in accordance with the applicable service 

information specified in Table 2 of this AD 

also terminates the requirements of 

paragraph (h) of this AD, except as provided 

by paragraph (j) of this AD. 


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TABLE 1—DEACTIVATION SERVICE INFORMATION

Boeing— Revision— Dated— 

Service Bulletin 747–28–2265 ................................................................................. Original ................................................... February 22, 2006. 

Service Bulletin 747–28–2272 ................................................................................. Original ................................................... February 21, 2006. 

Service Bulletin 747–28–2274 ................................................................................. 1 ............................................................. May 21, 2008. 

Service Bulletin 747–28–2275 ................................................................................. 4 ............................................................. February 2, 2009. 

Service Bulletin 747–28–2279 ................................................................................. 2 ............................................................. October 16, 2007. 

Service Bulletin 747–28–2285 ................................................................................. 3 ............................................................. August 30, 2007. 

Service Bulletin 747–28–2293 ................................................................................. 2 ............................................................. March 4, 2008. 

Service Bulletin 747–28–2295 ................................................................................. 2 ............................................................. January 19, 2009. 

Service Bulletin 747–28–2296 ................................................................................. Original ................................................... July 13, 2007. 

Service Bulletin 747–28–2300 ................................................................................. 1 ............................................................. June 2, 2008. 

Service Bulletin 747–28–2314 ................................................................................. Original ................................................... December 9, 2008. 

TABLE 2—DEACTIVATION CREDIT SERVICE INFORMATION

Boeing— Revision— Dated— 

Service Bulletin 747–28–2274 ................................................................................. Original ................................................... March 13, 2006. 

Service Bulletin 747–28–2275 ................................................................................. Original ................................................... June 12, 2006. 

Service Bulletin 747–28–2275 ................................................................................. 1 ............................................................. March 16, 2007. 

Service Bulletin 747–28–2275 ................................................................................. 2 ............................................................. July 2, 2007. 

Service Bulletin 747–28–2275 ................................................................................. 3 ............................................................. March 11, 2008. 

Service Bulletin 747–28–2279 ................................................................................. Original ................................................... June 12, 2006. 

Service Bulletin 747–28–2279 ................................................................................. 1 ............................................................. May 25, 2007. 

Service Bulletin 747–28–2285 ................................................................................. Original ................................................... January 23, 2007. 

Service Bulletin 747–28–2285 ................................................................................. 1 ............................................................. May 9, 2007. 

Service Bulletin 747–28–2285 ................................................................................. 2 ............................................................. August 3, 2007. 

Service Bulletin 747–28–2293 ................................................................................. Original ................................................... May 9, 2007. 

Service Bulletin 747–28–2293 ................................................................................. 1 ............................................................. August 29, 2007. 

Service Bulletin 747–28–2295 ................................................................................. Original ................................................... November 17, 

2006. 

Service Bulletin 747–28–2295 ................................................................................. 1 ............................................................. March 20, 2008. 

Service Bulletin 747–28–2300 ................................................................................. Original ................................................... January 16, 2008 

Reactivation of the HST 

(j) For airplanes identified Boeing Service 

Bulletin 747–28A2294, Revision 1, dated 

March 5, 2009, on which the HST is 

reactivated, the HST must be reactivated in 

accordance with a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA. For any airplane on which the 

HST is reactivated, the requirements of 

paragraphs (h) and (l) of this AD must be 

done before further flight following the 

reactivation, or within 60 months after the 

effective date of this AD, whichever occurs 

later. For a reactivation method to be 

approved, the reactivation method must meet 

the certification basis of the airplane, and the 

approval must specifically reference this AD. 

Maintenance Program Revision 

(k) For Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747SR, and 747SP series airplanes: 

Concurrently with accomplishing the actions 

required by paragraph (g) of this AD, revise 

the maintenance program by incorporating 

airworthiness limitation (AWL) No. 28– 

AWL–21 of Section D of Boeing 747–100/ 

200/300/SP Airworthiness Limitations 

(AWLs) and Certification Maintenance 

Requirements (CMRs), Document D6–13747– 

CMR, Revision March 2008. 

(l) For Model 747–400, 747–400D, and 

747–400F series airplanes: Concurrently with 

accomplishing the actions required by 

paragraph (g) of this AD, revise the 

maintenance program by incorporating AWL 

No. 28–AWL–27 of Subsection D of Boeing 

747–400 Maintenance Planning Data (MPD) 

Document, Section 9, D621U400–9, Revision 

December 2009. 

No Alternative Critical Design Configuration 

Control Limitations (CDCCLs) 

(m) After accomplishing the applicable 

action required in paragraph (k) or (l) of this 

AD, no alternative CDCCLs may be used 

unless the CDCCLs are approved as an 

AMOC in accordance with the procedures 

specified in paragraph (q) of this AD. 

Terminating Action for Maintenance 

Program Revision 

(n) For Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747SR, and 747SP series airplanes: 

Incorporating AWL No. 28–AWL–21 into the 

maintenance program in accordance with 

paragraph (g) of AD 2008–10–07, 

Amendment 39–15513; or AD 2008–10–07 

R1, Amendment 39–16070; terminates the 

action required by paragraph (k) of this AD. 

Actions Accomplished According to 

Previous Issue of Service Bulletin 

(o) Actions done before the effective date 

of this AD, in accordance with Boeing Alert 

Service Bulletin 747–28A2294, dated 

September 21, 2007, are acceptable for 

compliance with the corresponding 

requirements of this AD. 

Incorporation of Previous Issues of 

Airworthiness Limitation (AWL) 

(p) Incorporation of AWL No. 28–AWL–21 

of Section D of the Boeing 747–100/200/300/ 

SP Airworthiness Limitations (AWLs) and 

Certification Maintenance Requirements 

(CMRs), Document D6–13747–CMR, Revision 

January 2007, September 2007, or January 

2008, is acceptable for compliance with the 

corresponding requirements of this AD if 

done before the effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(q)(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: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6505; fax (425) 

917–6590. Information may be e-mailed 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 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
70868 Federal Register / Vol. 75, No. 223 / Friday, November 19, 2010 / Proposed Rules 

Office. The AMOC approval letter must 

specifically reference this AD. 

ssued in Renton, Washington on November 

10, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–29231 Filed 11–18–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1115; Directorate 

Identifier 2010–NM–221–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, 747SR, and 747SP 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD would require repetitive inspections 

for damage of the electrical terminal at 

the left and right flightdeck window 1, 

and corrective actions if necessary. This 

proposed AD would also allow for 

replacing the flightdeck window 1 with 

a new improved flightdeck window 

equipped with different electrical 

connections, which would terminate the 

repetitive inspections for that flightdeck 

window 1. This proposed AD was 

prompted by several reports of electrical 

arcs at the terminal blocks of the 

electrically heated flightdeck window 1. 

We are proposing this AD to prevent 

smoke and fire in the cockpit, which 

could lead to loss of visibility, and 

injuries to or incapacitation of the 

flightcrew. 

DATES: We must receive comments on 

this proposed AD by January 3, 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 proposed 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: 

Louis Natsiopoulos, Aerospace 

Engineer, Systems and Equipment 

Branch, ANM–130S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 

98057–3356; telephone (425) 917–6478; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2010–1115; Directorate Identifier 2010– 

NM–221–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 

We have received multiple reports of 

electrical arcs at the terminal blocks of 

the flightdeck window 1. In several 

incidents, the arcs resulted in open 

flames. An investigation showed that 

the electrical arcs are caused by loose 

terminal connections, which are caused 

by incorrect torque of the screw or an 

incorrectly installed screw. A loose 

terminal connection will overheat with 

electrical current passing through it. An 

overheated connector can degrade the 

adjacent electrical circuit (including 

solder, if present). This condition, if not 

corrected, could result in smoke and fire 

in the cockpit, and consequent loss of 

visibility, and injuries to or 

incapacitation of the flightcrew. 

Relevant Service Information 

We have reviewed Boeing Special 

Attention Service Bulletin 747–30– 

2081, Revision 2, dated March 10, 2010. 

Boeing Special Attention Service 

Bulletin 747–30–2081, Revision 2, dated 

March 10, 2010, describes procedures 

for repetitive detailed inspections for 

damage (including but not limited to a 

cross-threaded screw, arcing, loose 

terminal, and heat damage) of the 

terminal block, connector, and wiring at 

the left and right flightdeck window 1, 

and corrective actions if necessary. The 

corrective actions are applying the 

correct torque to a loose electrical 

connection, repairing damaged wiring, 

or installing a replacement window 1. 

Boeing Special Attention Service 

Bulletin 747–30–2081, Revision 2, dated 

March 10, 2010, specifies a compliance 

time of within 500 hours after the date 

on the service bulletin for doing the 

initial detailed inspection. 

Boeing Special Attention Service 

Bulletin 747–30–2081, Revision 2, dated 

March 10, 2010, specifies that the 

replacement window can either be a 

window that uses screws and lugs for 

the electrical connection or a window 

that uses pins and sockets for the 

electrical connections. For airplanes on 

which a replacement window that uses 

pins and sockets is installed, Boeing 

Special Attention Service Bulletin 747– 

30–2081, Revision 2, dated March 10, 

2010, also specifies changes to the 

related wire bundle. Boeing Special 

Attention Service Bulletin 747–30– 

2081, Revision 2, dated March 10, 2010, 

specifies that installing a window that 

uses pins and sockets eliminates the 

need for the repetitive inspections. If the 

window is replaced with the same type 

of window (i.e., windows with the 

screw and lug type electrical 

terminations), then the inspection must 

be repeated within 500 flight hours from 


emcdonald on DSK2BSOYB1PROD with PROPOSALS