Federal Register / Vol. 75, No. 186 / Monday, September 27, 2010 / Proposed Rules 59167 

integrated in a revised 10 CFR Part 20. 

However, some challenges are expected 

in modifying some of the regulatory 

provisions of Appendix I to 10 CFR Part 

50. The following identifies specific 

provisions of Appendix I to 10 CFR Part 

50 and 10 CFR Part 20 regulations that 

may need to be reviewed and updated, 

as warranted: 

Provisions: 4.1: Numerical design 

objectives of 10 CFR Part 50, Appendix I for 

liquid and gaseous effluents—The revision 

would retain the current numerical dose 

criteria, but would redefine doses as effective 

dose (ED) or TED for consistency with ICRP 

Publication 103 dosimetry concepts in a 

revised 10 CFR Part 20, or as TEDE with the 

current 10 CFR Part 20 (ICRP Publications 26 

and 30) if 10 CFR Part 20 were not realigned 

with ICRP Publication 103. The update 

would necessitate a revision of dose 

calculation methods described in Regulatory 

Guide 1.109 and associated computer codes. 

4.2: Organ numerical design objectives of 

10 CFR Part 50, Appendix I for liquid and 

gaseous effluents—The revision would assess 

whether there is still a need to report doses 

separately for organs since this would not be 

necessary if ICRP Publication 103 or ICRP 

Publications 26 and 30 were adopted. The 

assessment would consider the provisions of 

Sections II and III of Appendix I to 10 CFR 

Part 50 on doses associated with radioiodine 

in situations where releases might be 

dominated by the presence of noble gases 

and radioiodine, resulting in potentially 

significant skin and thyroid doses. The 

assessment would also consider the need to 

revise the scope of thyroid dose contributors 

to include radionuclides present as vapor 

(tritium) and gases (e.g., 14C in inorganic and 

organic forms) in addition to radioiodine and 

particulates. 

4.3: Annual gamma and beta air dose for 

gaseous effluents—The gamma and beta dose 

criteria characterize an absorbed dose rate in 

air, expressed in mrad/year, while the 

balance of the design objectives are expressed 

in mrem/year for the total body and organs. 

The revision would assess the need to still 

report gamma and beta absorbed air dose 

results based on a review of historical 

gaseous effluent releases and doses from 

operating PWR and BWR plants. The revision 

might consider dropping that requirement 

altogether, or alternatively, converting the 

design objective to an ED or TED dose for a 

receptor assumed to be located at the site 

boundary. 

4.4: Light-Water-Cooled Reactor Provisions 

of Appendix I to 10 CFR Part 50—The 

revision would consider whether there is a 

need to expand current regulatory provisions 

for design certifications and new reactor 

applications involving other types of reactor 

technologies. Such new technologies might 

include new types of reactor fuels and 

modular reactor technologies, e.g., high 

temperature gas-cooled reactors, molten-salt 

or lead-cooled reactors, and breeder reactors. 

4.5: Compliance with Requirements for 

‘‘Licensed Operation’’ under 10 CFR Part 20— 

The revision would consider the need to 

expand provisions describing compliance 

requirements for ‘‘licensed operation’’ for 

sites with two or more licensed entities 

contributing to and radiation exposures to a 

single offsite dose receptor under Parts 

20.1301(a)(1) and 20.1302(a) and (b). The 

expanded provisions would identify 

acceptable methods in the regulation or 

guidance for apportioning radioactive 

effluent releases and doses between two or 

more licensed entities. The discussion would 

also consider compliance with EPA 

regulations of 40 CFR Part 190 as 

implemented under 10 CFR Part 20.1301(e). 

Questions: Q4–1: Given the above 

summary descriptions of the provisions of 10 

CFR Part 50, Appendix I that might be 

considered for possible revision, should the 

NRC evaluate all provisions described above, 

or focus instead only on those necessary to 

align 10 CFR Part 50, Appendix I regulations 

with ICRP Publication 103 if 10 CFR Part 20 

were revised, or with ICRP Publication 26 

and 30 if 10 CFR Part 20 were not revised? 

Q4–2: Given the above, are there any 

significant impacts in the implementation of 

revised 10 CFR Part 50, Appendix I 

regulations that the NRC should consider if 

it were to proceed with a rulemaking? 

Q4–3: If significant impacts in the 

implementation of revised 10 CFR Part 50, 

Appendix I regulations are envisioned, what 

types of issues should the NRC evaluate and 

consider in revising 10 CFR Part 50, 

Appendix I regulations? 

Dated at Rockville, Maryland, this 20th day 

of September, 2010. 

For the Nuclear Regulatory Commission. 

Mark Thaggard, 

Deputy Director, Division of 

Intergovernmental Liaison and Rulemaking, 

Office of Federal and State Materials and 

Environmental Management Program. 

[FR Doc. 2010–24137 Filed 9–24–10; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0858; Directorate 

Identifier 2010–NM–183–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER 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 certain 

Model 737–600, –700, –700C, –800, 

–900, and –900ER series airplanes. This 

proposed AD would require modifying 

the thrust reverser inner walls, 

inspecting for damage of the upper and 

lower inner wall insulation blankets, 

measuring the electrical conductivity on 

the aluminum upper compression pads 

2 and 3 as applicable, inspecting for 

discrepancies of the inner wall of the 

thrust reverser, and corrective actions if 

necessary. This proposed AD would 

also require, for certain airplanes, doing 

various concurrent actions (including 

replacing the inner wall blanket 

insulation, installing updated fullauthority digital electronic control 

software, and modifying the thrust 

reverser inner wall and insulation 

blankets). This proposed AD results 

from reports of heat damage to the inner 

wall of the thrust reversers. We are 

proposing this AD to detect and correct 

such heat damage, which could result in 

separation of adjacent components and 

consequent structural damage to the 

airplane, damage to other airplanes, and 

injury to people on the ground. 

DATES: We must receive comments on 

this proposed AD by November 12, 

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 

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 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
59168 Federal Register / Vol. 75, No. 186 / Monday, September 27, 2010 / Proposed Rules 

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: 

Chris Parker, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

425–917–6496; 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–2010–0858; Directorate Identifier 

2010–NM–183–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 reports of heatrelated damage to the inner wall of the 

thrust reverser. During an inspection of 

a thrust reverser, one operator found 

heat damage at different locations of the 

inner wall: At the top, in the area of the 

number 2 and number 3 upper 

compression pads, and at the lower aft 

edge. A flight test at Boeing showed that 

the temperatures applied to the inner 

walls of the thrust reversers are too 

high. Higher temperatures are due to hot 

precooler air leakage between the inner 

wall of the thrust reverser and the 

insulation blankets and heat transfer 

through the upper compression pad area 

and the fireseal bracket support flange. 

Heat damage to the thrust reverser inner 

wall, if not corrected, could result in 

separation of adjacent components and 

consequent structural damage to the 

airplane, damage to other airplanes, and 

injury to people on the ground. 

Relevant Service Information 

We have reviewed the service 

bulletins identified in the following 

table. 

SERVICE INFORMATION

Service Bulletin Revision level Date 

Boeing Service Bulletin 737-78-1082 ....................................................................... Original .................................................... March 25, 2010. 

Boeing Service Bulletin 737-78-1088 ....................................................................... Original .................................................... May 12, 2010. 

Boeing Service Bulletin 737-78-1079 ....................................................................... 2 .............................................................. June 7, 2010. 

Boeing Service Bulletin 737-78-1069 ....................................................................... 4 .............................................................. June 16, 2005. 

Boeing Service Bulletin 737-78-1063 ....................................................................... 2 .............................................................. October 7, 1999. 

CFM CFM56–7B Service Bulletin 73-0135 .............................................................. Original .................................................... March 30, 2007. 

Boeing Service Bulletin 737–78–1082 

describes procedures for modifying the 

thrust reverser inner wall by drilling a 

hole through the inner wall behind the 

number 3 upper compression pad, and 

installing a bushing, applying sealant to 

areas of the insulation blankets, and 

installing flange insulation assemblies at 

the top aft edge of the upper insulation 

blanket. 

Boeing Service Bulletin 737–78–1088 

describes procedures for the following: 

• Detailed inspection for damage of 

the engine side and inner wall side of 

the upper and lower insulation blankets. 

• Measurement of the electrical 

conductivity on the aluminum upper 

compression pads 2 and 3, as 

applicable. 

• Inspections for discrepancies of the 

inner wall of the thrust reverser, 

including an ultrasonic inspection of 

the thrust reverser inner wall for 

interplay delamination and skin-to-core 

disbond. 

• Detailed inspection, for certain 

airplanes, of the thrust reverser inner 

wall for signs of heat damage. 

• Detailed inspection of the thrust 

reverser inner wall for indications of 

loose fasteners where the inner wall 

attaches to the hinge beam and at the 

fasteners for the compression pads. 

• Corrective actions, including 

repairing or replacing damaged 

insulation blankets and repairing the 

thrust reverser inner wall (including 

replacing loose fasteners and contacting 

Boeing for a repair procedure), and 

replacing any unserviceable 

compression pad with a new one. 

Boeing Service Bulletin 737–78–1079 

describes procedures for essentially the 

same actions (including inspections and 

modification) specified in Boeing 

Service Bulletins 737–78–1082 and 

737–78–1088. 

Boeing Service Bulletin 737–78–1082 

also specifies the concurrent 

accomplishment of the actions specified 

in Boeing Service Bulletin 737–78– 

1063: replacement of the inner wall 

blanket insulation. 

Boeing Service Bulletin 737–78–1082 

also specifies the concurrent 

accomplishment of the actions specified 

in CFM CFM56–7B Service Bulletin 73– 

0135: installation of updated fullauthority digital electronic control 

(FADEC) software. 

Boeing Service Bulletin 737–78–1088 

specifies the concurrent 

accomplishment of the actions specified 

in Boeing Service Bulletin 737–78– 

1069: modification of the thrust reverser 

inner walls and insulation blankets. The 

modification involves installing 

additional supports on the inner wall of 

the thrust reverser for the attachment of 

the insulation blankets, installing new 

brackets to attach the forward edge of 

the upper and lower insulation blankets, 

installing additional attachment 

grommets to the blankets, and sealing 

the blankets at the forward edge of the 

fan duct inner walls. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed below. 

Differences Between the Proposed AD 

and Service Information 

Although Boeing Service Bulletin 

737–78–1088 specifies that operators 

may contact the manufacturer for 

disposition of certain repair conditions, 

this proposed AD would require 

operators to repair those conditions 

using a method approved by the FAA. 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
Federal Register / Vol. 75, No. 186 / Monday, September 27, 2010 / Proposed Rules 59169 

Clarification of Certain Terminology 

Where Boeing Service Bulletin 737– 

78–1088 refers to ‘‘unsatisfactory’’ 

findings, this proposed AD assumes 

those parts or locations are 

‘‘unserviceable.’’ 

Costs of Compliance 

We estimate that this proposed AD 

would affect 710 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD, at an 

average labor rate of $85 per hour. 

ESTIMATED COSTS

Actions (Service Bulletin) Work hours Parts Cost per product 

Number of U.S.- 

registered airplanes Fleet cost 

Modification (Boeing Service Bulletin 

737-78-1082).

14 per engine ....... $2,065 or 3,702 ... $4,445 or 6,082 ... 710 ....................... Up to $4,318,220. 

Insulation replacement (Boeing Service 

Bulletin 737-78-1063).

18 per engine ....... 0 ........................... 3,060 .................... 15 ......................... 45,900 

Software update (CFM CFM56–7B 

Service Bulletin 73-0135).

1 ........................... 0 ........................... 85 ......................... Up to 710 ............. Up to 60,350. 

Inspections (Boeing Service Bulletin 

737–78–1088).

35 ......................... 0 ........................... 2,975 .................... 710 ....................... 2,112,250 

Modifications (Boeing Service Bulletin 

737–78–1069).

110 ....................... 0 ........................... 9,350 .................... 306 ....................... 2,861,100 

Inspections and modification (Boeing 

Service Bulletin 737–78–1079) (if 

done as an option to Boeing Service 

Bulletin 737–78–1088 and Boeing 

Service Bulletin 737–78–1082).

37 per engine ....... 2,070 or 3,391 ..... 8,360 or 9,681 ..... Optional action ..... Optional action. 

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– 

2010–0858; Directorate Identifier 2010– 

NM–183–AD. 

Comments Due Date 

(a) We must receive comments by 

November 12, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER series airplanes; 

certificated in any category; as identified in 

Boeing Service Bulletin 737–78–1082, dated 

March 25, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

Unsafe Condition 

(e) This AD results from reports of heat 

damage to the inner wall of the thrust 

reversers. The Federal Aviation 

Administration is issuing this AD to detect 

and correct such heat damage, which could 

result in separation of adjacent components 

and consequent structural damage to the 

airplane, damage to other airplanes, and 

injury to people on the ground. 

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. 

Modification of Thrust Reverser Inner Wall 

(g) Except as required by paragraph (m) of 

this AD: Within 24 months after the effective 

date of this AD, modify the thrust reverser 

inner wall, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1082, dated March 

25, 2010. 

Actions Concurrent With Paragraph (g) 

(h) Before or concurrently with 

accomplishment of the requirements of 

paragraph (g) of this AD, do the actions 


emcdonald on DSK2BSOYB1PROD with PROPOSALS
59170 Federal Register / Vol. 75, No. 186 / Monday, September 27, 2010 / Proposed Rules 

specified in paragraphs (h)(1) and (h)(2) of 

this AD, as applicable. 

(1) For Model 737–600, -700, and -800 

series airplanes identified in Boeing Service 

Bulletin 737–78–1063, Revision 2, dated 

October 7, 1999: Replace the inner wall 

blanket insulation, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1063, Revision 2, 

dated October 7, 1999. 

(2) For airplanes equipped with engines 

identified in CFM CFM56–7B Service 

Bulletin 73–0135, dated March 30, 2007: 

Install updated full-authority digital 

electronic control (FADEC) software, in 

accordance with the Accomplishment 

Instructions of CFM CFM56–7B Service 

Bulletin 73–0135, dated March 30, 2007. 

Inspection/Measurement 

(i) At the applicable time specified in 

paragraph (j) of this AD: Do the actions 

specified in paragraphs (i)(1), (i)(2), and (i)(3) 

of this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1088, dated May 12, 

2010. If any damage or discrepancy is found, 

before further flight, do all applicable 

corrective actions, in accordance with 

Accomplishment Instructions of Boeing 

Service Bulletin 737–78–1088, dated May 12, 

2010; except as required by paragraph (k) of 

this AD; and except where the service 

bulletin refers to ‘‘unsatisfactory’’ findings, 

this AD assumes those parts or locations are 

‘‘unserviceable.’’ 

(1) Do a detailed inspection for damage of 

the engine side and inner wall side of the 

upper and lower insulation blankets. 

(2) Measure the electrical conductivity on 

the aluminum upper compression pads 2 and 

3, as applicable. 

(3) Inspect for discrepancies of the thrust 

reverser inner wall (including an ultrasonic 

inspection for interplay delamination and 

skin-to-core disbond, a detailed inspection 

for signs of heat damage as applicable, and 

a detailed inspection for loose fasteners 

where the inner wall attaches to the hinge 

beam and at the fasteners for the compression 

pads). 

Compliance Times for Paragraph (i) 

(j) Do the actions specified in paragraph (i) 

of this AD at the applicable time specified in 

paragraph (j)(1), (j)(2), (j)(3), (j)(4), or (j)(5) of 

this AD. 

(1) For airplanes with thrust reverser part 

number (P/N) 315A2295–003 through 

315A2295–154 inclusive: Do the actions 

within 30 months after the effective date of 

this AD. 

(2) For airplanes with thrust reverser P/N 

315A2295–155 through 315A2295–174 

inclusive: Do the actions within 60 months 

after the effective date of this AD. 

(3) For airplanes with thrust reverser P/N 

315A2295–175 through 315A2295–190 

inclusive: Do the actions within 72 months 

after the effective date of this AD. 

(4) For airplanes with thrust reverser P/N 

315A2295–191 through 315A2295–198 

inclusive: Do the actions within 84 months 

after the effective date of this AD. 

(5) For airplanes with thrust reverser P/N 

315A2295–199 through 315A2295–202 

inclusive: Do the actions within 96 months 

after the effective date of this AD. 

Exception to Boeing Service Bulletin 737–78– 

1088 Procedures 

(k) Where Boeing Service Bulletin 737–78– 

1088, dated May 12, 2010, specifies to 

contact Boeing for appropriate action, repair 

before further flight in accordance with a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA. For 

a repair method to be approved, the repair 

must meet the certification basis of the 

airplane, and the approval must specifically 

refer to this AD. 

Actions Concurrent With Paragraph (i) 

(l) For airplanes identified in Boeing 

Service Bulletin 737–78–1069, Revision 4, 

dated June 16, 2005: Before or concurrently 

with the accomplishment of the requirements 

of paragraph (i) of this AD, modify the thrust 

reverser inner wall and insulation blankets, 

in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

78–1069, Revision 4, dated June 16, 2005. A 

modification done before the effective date of 

this AD is also acceptable if done in 

accordance with Boeing Service Bulletin 

737–78–1069, Revision 1, dated June 13, 

2002; Revision 2, dated February 6, 2003; or 

Revision 3, dated August 5, 2004. 

(m) If the actions required by paragraph (i) 

of this AD are done before the compliance 

time specified in paragraph (g) of this AD: 

Before or concurrently with the 

accomplishment of the actions required by 

paragraph (i) of this AD, the modification 

required by paragraph (g) of this AD must be 

done. 

Option to Requirements of Paragraphs (g) 

and (i) 

(n) Accomplishment of all of the actions 

(including inspections and modification) 

specified in Boeing Service Bulletin 737–78– 

1079, Revision 2, dated June 7, 2010, within 

24 months after the effective date of this AD, 

is acceptable for compliance with the 

requirements of paragraphs (g) and (i) of this 

AD and is acceptable for compliance with the 

requirements of this AD, provided applicable 

repairs are done before further flight, and 

provided the applicable actions specified in 

paragraphs (h)(1), (h)(2), and (l) of this AD 

have been done. Actions done before the 

effective date of this AD in accordance with 

Boeing Service Bulletin 737–78–1079, dated 

August 6, 2007; or Revision 1, dated 

December 17, 2007; are also acceptable for 

compliance with the corresponding actions 

specified in this paragraph. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(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: Chris 

Parker, Aerospace Engineer, Propulsion 

Branch, ANM–140S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone 425–917–6496; 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 

Office. The AMOC approval letter must 

specifically refer to this AD. 

Issued in Renton, Washington on 

September 15, 2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–24175 Filed 9–24–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0942; Directorate 

Identifier 2010–CE–049–AD] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace Regional Aircraft Models 

Jetstream Series 3101 and Jetstream 

Model 3201 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (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 results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

As a result of the fatigue-testing 

programme on the Jetstream fatigue test 

specimen, it has been identified that failure 

of the undercarriage jack mounting shaft 

assembly can occur. 

This condition, if not corrected, could lead 

to a Main Landing Gear (MLG) collapse on 

the ground or during landing and 

consequently damage to the aeroplane or 

injury to the occupants. 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by November 12, 

2010. 

ADDRESSES: You may send comments by 

any of the following methods: 


emcdonald on DSK2BSOYB1PROD with PROPOSALS