Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules 80735 

and provide evidence to support your 

answers. 

7. How should total fraction exposure 

data be compared to inhalable fraction 

exposure measurements? Please explain 

your answer and provide evidence to 

support your answer. 

8. Should surface area action levels be 

established, or should DOE consider 

controlling the health risk of surface 

levels by establishing a low airborne 

action level that precludes beryllium 

settling out on surfaces, and 

administrative controls that prevent the 

buildup of beryllium on surfaces? If 

surface area action levels are 

established, what should be the DOE 

surface area action levels? If a low 

airborne action level should be 

established in lieu of the surface area 

action level, what should that airborne 

action level be? What, if any, additional 

administrative controls to prevent the 

buildup on surfaces should be 

established? Please explain each of your 

answers and provide evidence to 

support your answers. 

9. Should warning labels be required 

for the transfer, to either another DOE 

entity or to an entity to whom this rule 

does not apply, of items with surface 

areas that are free of removable surface 

levels of beryllium but which may 

contain surface contamination that is 

inaccessible or has been sealed with 

hard-to-remove substances, e.g., paint? 

Please explain your answer and provide 

evidence to support your answer. 

10. Should the Department establish 

both surface level and aggressive air 

sampling criteria (modeled after the U.S. 

Environmental Protection Agency’s 

aggressive air sampling criteria to clear 

an area after asbestos abatement) for 

releasing areas in a facility, or should 

the Department consider establishing 

only the aggressive air sampling 

criteria? Please explain your answers 

and provide evidence to support your 

answers. 

11. Currently, after the site 

occupational medicine director has 

determined that a beryllium worker 

should be medically removed from 

exposure to beryllium, the worker must 

consent to the removal. Should the 

Department continue to require the 

worker’s consent for medical removal, 

or require mandatory medical removal? 

Please explain your answers. 

Issued in Washington, DC, on December 

20, 2010. 

Glenn S. Podonsky, 

Chief Health, Safety and Security Officer, 

Office of Health, Safety and Security. 

[FR Doc. 2010–32258 Filed 12–22–10; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. NM438 Special Conditions No. 

25–10–03–SC] 

Special Conditions: Gulfstream Model 

GVI Airplane; High Incidence 

Protection 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Gulfstream GVI 

airplane. This airplane will have novel 

or unusual design features when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport category 

airplanes associated with the use of high 

incidence protection. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for these design features. 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. 

DATES: We must receive your comments 

by February 7, 2011. 

ADDRESSES: You must mail two copies 

of your comments to: Federal Aviation 

Administration, Transport Airplane 

Directorate, Attn: Rules Docket (ANM– 

113), Docket No. NM438, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356. You may deliver two 

copies to the Transport Airplane 

Directorate at the above address. You 

must mark your comments: Docket No. 

NM438. You can inspect comments in 

the Rules Docket weekdays, except 

Federal holidays, between 7:30 a.m. and 

4 p.m. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airplane & Flightcrew 

Interface Branch, ANM–111, Transport 

Standards Staff, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue, SW., 

Renton, Washington, 98057–3356; 

telephone (425) 227–2011; facsimile 

(425) 227–1320. 

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 file in the docket all 

comments we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning these special conditions. 

You can inspect the docket before and 

after the comment closing date. If you 

wish to review the docket in person, go 

to the address in the ADDRESSES section 

of this preamble between 7:30 a.m. and 

4 p.m., Monday through Friday, except 

Federal holidays. 

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. If 

you want us to acknowledge receipt of 

your comments on this proposal, 

include with your comments a selfaddressed, stamped postcard on which 

you have written the docket number. 

We will stamp the date on the postcard 

and mail it back to you. 

Background 

On March 29, 2005, Gulfstream 

Aerospace Corporation (hereafter 

referred to as ‘‘Gulfstream’’) applied for 

an FAA type certificate for its new 

Gulfstream Model GVI passenger 

airplane. Gulfstream later applied for, 

and was granted, an extension of time 

for the type certificate, which changed 

the effective application date to 

September 28, 2006. The Gulfstream 

Model GVI airplane will be an all-new, 

two-engine jet transport airplane with 

an executive cabin interior. The 

maximum takeoff weight will be 99,600 

pounds, with a maximum passenger 

count of 19 passengers. 

Type Certification Basis 

Under provisions of Title 14, Code of 

Federal Regulations (14 CFR) 21.17, 

Gulfstream must show that the 

Gulfstream Model GVI airplane 

(hereafter referred to as ‘‘the GVI’’) meets 

the applicable provisions of 14 CFR part 

25, as amended by Amendments 25–1 

through 25–119, 25–122, and 25–124. If 

the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the GVI because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

In addition to complying with the 

applicable airworthiness regulations 

and special conditions, the GVI must 


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comply with the fuel vent and exhaust 

emission requirements of 14 CFR part 

34 and the noise certification 

requirements of 14 CFR part 36. The 

FAA must also issue a finding of 

regulatory adequacy pursuant to section 

611 of Public Law 92–574, the ‘‘Noise 

Control Act of 1972.’’ 

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 

§ 21.17(a)(2). 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design features, the special conditions 

would also apply to the other model 

under provisions of § 21.101. 

Novel or Unusual Design Features 

The GVI is equipped with a novel or 

unusual design feature: A high 

incidence protection system that 

replaces the stall warning system during 

normal operating conditions, prohibits 

the airplane from stalling, limits the 

angle of attack at which the airplane can 

be flown during normal low speed 

operation, and cannot be overridden by 

the flight crew. The system’s application 

of this angle of attack limit impacts the 

stall speed determination, the stall 

characteristics, the stall warning 

demonstration, and the longitudinal 

airplane handling characteristics. The 

current regulations, including §§ 25.103, 

25.145, 25.201, 25.203, 25.207 and 

25.1323, do not address this type of 

protection feature. 

Discussion of Proposed Special 

Conditions 

Special conditions are proposed to 

address this novel or unusual design 

feature of the GVI. These special 

conditions, which include airplane 

performance requirements, will 

establish a level of safety equivalent to 

the current regulations for reference 

stall speeds, stall warning, stall 

characteristics, and miscellaneous other 

minimum reference speeds. 

Applicability 

As discussed above, these proposed 

special conditions are applicable to the 

high incidence protection system on the 

GVI. Should Gulfstream apply at a later 

date for a change to the type certificate 

to include another model incorporating 

the same novel or unusual design 

features, these proposed special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features of the GVI. It 

is not a rule of general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

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 Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for the GVI 

airplanes. 

1. Definitions. For terminology that 

does not appear in the regulations, the 

following definitions apply to these 

proposed special conditions: 

(a) Electronic Flight Control System 

(EFCS)—The electronic and software 

command and control elements of the 

flight control system. 

(b) High Incidence Protection 

Function—An airplane level function 

that automatically limits the maximum 

angle of attack that can be attained to a 

value below that at which an 

aerodynamic stall would occur. 

(c) Alpha-Limit—The maximum angle 

of attack at which the airplane stabilizes 

with the high incidence protection 

function operating and the longitudinal 

control held on its aft stop. 

(d) Vmin—The minimum stabilized 

flight speed in calibrated airspeed 

obtained when the airplane is 

decelerated at an entry rate not 

exceeding 1 knot/sec until the 

longitudinal pilot control is on the aft 

stop with the high incidence protection 

function operating. 

(e) Vmin1g—Vmin corrected to 1g 

conditions. The minimum calibrated 

airspeed at which the airplane can 

develop a lift force normal to the flight 

path and equal to its weight when at an 

angle of attack not greater than that 

determined for Vmin. 

2. Capability and Reliability of the 

High Incidence Protection System—In 

lieu of §§ 25.103, 25.145, 25.201, 25.203, 

25.207 and 25.1323 the following 

special conditions are proposed for 

capability and reliability requirements: 

(a) It must not be possible during 

pilot-induced maneuvers to encounter a 

stall, and handling characteristics must 

be acceptable as required by paragraphs 

5 and 6 of this proposed special 

condition. 

(b) The airplane must be protected 

against stalling due to the effects of 

environmental conditions such as 

windshear and gusts at low speeds as 

required by paragraph 7 of this 

proposed special condition. 

(c) The ability of the high incidence 

protection function to accommodate any 

reduction in stalling angle of attack 

resulting from flight in the atmospheric 

icing conditions of 14 CFR part 25, 

appendix C, must be verified. 

(d) The reliability of the high 

incidence protection function and the 

effects of failures must be acceptable in 

accordance with § 25.1309. 

(e) The high incidence protection 

function must not impede maneuvering 

for pitch angles up to the maximum 

required for normal maneuvering 

including an all-engines operating 

takeoff plus a suitable margin to allow 

for satisfactory speed control. 

3. Minimum Steady Flight Speed and 

Reference Stall Speed—In lieu of the 

requirements of § 25.103, the following 

special condition is proposed: 

(a) Vmin—The minimum steady flight 

speed, for the airplane configuration 

under consideration and with the high 

incidence protection function operating, 

is the final stabilized calibrated airspeed 

obtained when the airplane is 

decelerated at an entry rate not 

exceeding 1 knot per second until the 

longitudinal pilot control is on its stop. 

(b) The minimum steady flight speed, 

Vmin, must be determined with: 

(1) The high incidence protection 

function operating normally. 

(2) Idle thrust. 

(3) All combinations of flap settings 

and landing gear positions. 

(4) The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard. 

(5) The most unfavorable center of 

gravity allowable. 

(6) The airplane trimmed for straight 

flight at a speed selected by the 

applicant, but not less than 1.13 VSR and 

not greater than 1.3 VSR. 

(7) The settings of the high incidence 

protection function, stall warning 

system, and stall identification system 

(if applicable) set at the low angle of 

attack tolerance limit, unless the 

production tolerances are acceptably 

small so as to produce insignificant 

changes in performance determinations. 

(c) Vmin1g—Vmin corrected to 1g 

conditions, which is the minimum 

calibrated airspeed at which the 

airplane can develop a lift force normal 

to the flight path and equal to its weight 

when at an angle of attack not greater 

than that determined for Vmin. Vmin1g 

is defined as follows: 


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Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules 80737 

Where: 

nZW = load factor normal to the flight path 

at Vmin. 

(d) The reference stall speed, VSR, is 

a calibrated airspeed selected by the 

applicant. VSR may not be less than a 1g 

stall speed. VSR is expressed as: 

Where: 

VCLMAX is the calibrated airspeed obtained 

when the load factor-corrected lift 

coefficient 

is first a maximum during the maneuver 

prescribed in paragraph 3(e)(7) of this 

special condition. 

nZW = Load factor normal to the flight path 

at VCLMAX

W = Airplane gross weight; 

S = Aerodynamic reference wing area; and 

q = Dynamic pressure. 

(e) VSR must be determined with the 

following conditions: 

(1) Engines idling, or, if that resultant 

thrust causes an appreciable decrease in 

stall speed, not more than zero thrust at 

the stall speed. 

(2) The airplane in other respects 

(such as flaps and landing gear) in the 

condition existing in the test or 

performance standard in which VSR is 

being used. 

(3) The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard. 

(4) The center of gravity position that 

results in the highest value of reference 

stall speed. 

(5) The airplane trimmed for straight 

flight at a speed selected by the 

applicant, but not less than 1.13 VSR and 

not greater than 1.3 VSR. 

(6) The high incidence protection 

function disabled, or adjusted to a high 

enough incidence to allow full 

development of the maneuver to the 

angle of attack corresponding to VSR. 

(7) From the stabilized trim condition, 

apply the longitudinal control to 

decelerate the airplane so that the speed 

reduction does not exceed one knot per 

second. 

(f) The flight characteristics at the 

angle of attack corresponding to VSR

must be suitable in the traditional sense 

at forward and aft center of gravity in 

straight and turning flight at IDLE 

power. 

(g) If VSR is chosen equal to VMIN,1g, 

an equivalent safety finding to the intent 

of § 25.103 may be considered to have 

been met. The applicant may choose 

VSR to be less than VMIN,1g but not less 

than VS1g if compensating factors are 

provided to ensure safe characteristics. 

4. Stall Warning 

(a) Normal Operation—If the 

conditions of paragraph 2 of this 

proposed special condition are satisfied, 

a level of safety equivalent to that 

intended by § 25.207, Stall warning, will 

have been met. 

(b) Failure Cases—Following failures 

of the high incidence protection 

function not shown to be extremely 

improbable, if the function no longer 

satisfies paragraphs 2(a), 2(b), and 2(c) 

of this proposed special condition, stall 

warning must be provided in 

accordance with § 25.207. The stall 

warning should prevent inadvertent 

stall in the following conditions: 

(1) Power off straight stall approaches 

to a speed 5 percent below the warning 

onset. 

(2) Turning flight stall approaches 

with at least 1.5g load factor normal to 

the flight path at an entry rate of at least 

2 knots per second when recovery is 

initiated not less than one second after 

the warning onset. 

5. High Incidence Handling 

Demonstrations—In lieu of the 

requirements of § 25.201, the following 

special conditions are proposed: 

(a) Maneuvers to the limit of the 

longitudinal control, in the nose up 

direction, must be demonstrated in 

straight flight and in 30 degree banked 

turns under the following conditions: 

(1) The high incidence protection 

function operating normally. 

(2) Power off. 

(3) At a power level necessary to 

maintain level flight at 1.5 VSR1, where 

VSR1 is the reference stall speed with the 

flaps in the approach position, the 

landing gear retracted, and with the 

aircraft at its maximum landing weight. 

The flap position to be used to 

determine this power setting is that 

position in which the stall speed, VSR1, 

does not exceed 110% of the stall speed, 

VSR0, with the flaps in the most 

extended landing position. 

(b) In each condition required by 

paragraph (a) of this section, it must be 

possible to meet the applicable 

requirements of § 25.203 defined in 

paragraph 6 of this proposed special 

condition with: 

(1) Flaps, landing gear, and 

deceleration devices in any likely 

combination of positions not prohibited. 

(2) Deceleration devices include 

spoilers and other drag devices when 

used as air brakes, and thrust reversers. 

High incidence maneuver 

demonstrations with deceleration 

devices deployed should be carried out 

with power off except where power is 

normally applied during operations 

(e.g., use of extended airbrakes during 

landing). 

(3) Representative weights within the 

range for which certification is 

requested. 

(4) The most adverse center of gravity. 

(5) The airplane trimmed for straight 

flight at the speed prescribed in 

paragraph 3(e)(5) of this proposed 

special condition. 

(6) The settings of the high incidence 

protection function, stall warning 

system, and stall identification system 

(if applicable) set at the high angle of 

attack tolerance limit, unless the 

production tolerances are acceptably 

small so as to produce insignificant 

changes in performance determinations. 

(c) The following procedures must be 

used to show compliance with § 25.203 

as amended by paragraph 6 of this 

proposed special condition: 

(1) Starting at a speed sufficiently 

above the minimum steady flight speed 

to ensure that a steady rate of speed 

reduction can be established, apply the 

longitudinal control so that the speed 

reduction does not exceed one knot per 

second until the control reaches the 

stop. 

(2) The longitudinal control must be 

maintained at the stop until the airplane 

has reached a stabilized flight condition 

and then recovered by normal recovery 

techniques. 

(3) The requirements for turning flight 

maneuver demonstrations must also be 

met with accelerated rates of entry to 

the incidence limit, up to the maximum 

rate achievable. 

6. Characteristics in High Incidence 

Maneuvers—In lieu of the requirements 

of § 25.203, the following special 

condition is proposed: 

(a) Throughout maneuvers with a rate 

of deceleration of not more than 1 knot 

per second, both in straight flight and in 

30 degree banked turns, the airplane’s 

characteristics must be as follows: 

(1) No abnormal airplane nose-up 

pitching. 

(2) No uncommanded nose-down 

pitching (which is indicative of stall). 

However, reasonable attitude changes 

associated with stabilizing the incidence 

at alpha limit as the longitudinal control 

reaches the stop is acceptable. Any 

reduction of pitch attitude associated 

with stabilizing the incidence at the 

alpha limit should be achieved 

smoothly and at a low pitch rate, so it 

is not likely to be mistaken for natural 

stall identification. 


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80738 Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules 

(3) No uncommanded lateral or 

directional motion, and the pilot must 

retain good lateral and directional 

control by conventional use of the 

cockpit controls throughout the 

maneuver. 

(4) The airplane must not exhibit 

buffeting of a magnitude or severity that 

would act as a deterrent to completing 

the maneuver specified in § 25.201(a) as 

amended by this proposed special 

condition. 

(b) In maneuvers with increased rates 

of deceleration, some degradation of 

characteristics associated with a 

transient excursion beyond the 

stabilized alpha-limit is acceptable. 

However, the airplane must not exhibit 

dangerous characteristics or 

characteristics that would deter the pilot 

from holding the longitudinal control on 

the aft stop for a period of time 

appropriate to the maneuvers. 

(c) It must always be possible to 

reduce incidence by conventional use of 

the longitudinal control. 

(d) The rate at which the airplane can 

be maneuvered from trim speeds 

associated with scheduled operating 

speeds, such as V2 and VREF up to alphalimit, should not be unduly damped or 

significantly slower than can be 

achieved on conventionally controlled 

transport airplanes. 

7. Atmospheric Disturbances— 

Operation of the high incidence 

protection function must not adversely 

affect aircraft control during expected 

levels of atmospheric disturbances, nor 

impede the application of recovery 

procedures in case of windshear. 

Simulator tests and analysis may be 

used to evaluate such conditions, but 

must be validated by limited flight 

testing to confirm handling qualities at 

critical loading conditions. 

8. Longitudinal Control—In lieu of the 

requirements of § 25.145(a), (a)(1) and 

(b)(6), the following special conditions 

are proposed: 

(a) It must be possible, at any point 

between the trim speed prescribed in 

§ 25.103(b)(6) as amended by this 

proposed special condition and Vmin, 

to pitch the nose downward so that the 

acceleration to this selected trim speed 

is prompt. 

(b) With the landing gear extended, no 

change in trim control, or exertion of 

more than 50 pounds control force 

(representative of the maximum shortterm force that can be applied readily by 

one hand) may be required for the 

following maneuver: With power off, 

flaps extended and the airplane 

trimmed at 1.3 VSR1, obtain and 

maintain airspeeds between Vmin and 

either 1.6VSR1 or VFE, whichever is 

lower. 

9. Airspeed Indicating System—In 

lieu of § 25.1323(c)(1) and (c)(2), the 

following special conditions are 

proposed: 

(a) VMO to Vmin with the flaps 

retracted; and 

(b) Vmin to VFE with flaps in the 

landing position. 

Issued in Renton, Washington, on 

December 13, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–32236 Filed 12–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0847; Directorate 

Identifier 2008–NM–056–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200, –200LR, 

–300, and –300ER Series 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 777–200, –200LR, 

–300, and –300ER series airplanes. The 

original NPRM would have required 

doing an inspection to identify the part 

number of the motor operated valve 

(MOV) actuators of the main and center 

fuel tanks; replacing certain MOV 

actuators with new MOV actuators; and 

measuring the electrical resistance of 

the bond from the adapter plate to the 

airplane structure, and doing corrective 

actions if necessary. The original NPRM 

also would have required revising the 

Airworthiness Limitations section of the 

Instructions for Continued 

Airworthiness. The original NPRM 

resulted from fuel system reviews 

conducted by the manufacturer. This 

action revises the original NPRM by 

adding airplanes to the applicability. 

This action also revises the original 

NPRM by removing the requirement for 

revising the Airworthiness Limitations 

section of the Instructions for Continued 

Airworthiness. 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 January 18, 

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: 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 

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: Tak 

Kobayashi, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6499; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 


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