Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules 9137 

§ 134.316 The decision. 

(a) The Judge shall issue a size appeal 

decision, insofar as practicable, within 

60 calendar days after close of the 

record. 

(b) The Judge shall issue a NAICS 

code appeal decision, insofar as 

practicable, within15 calendar days 

after close of the record. 

* * * * * 

Subpart E—Rules of Practice for 

Appeals From Service-Disabled 

Veteran Owned Small Business 

Concern Protests 

§ 134.504 [Removed] 

19. Remove § 134.504. 

§§ 134.505 through 134.515 

[Redesignated as §§ 134.504 through 

134.514] 

20. Redesignate §§ 134.505 through 

134.515 as §§ 134.504 through 134.514, 

respectively. 

21. Amend newly redesignated 

§ 134.508 by revising paragraph (a) to 

read as follows: 

§ 134.508 When will a Judge dismiss an 

appeal? 

(a) The Judge shall dismiss an appeal 

if: 

(1) The appeal is untimely filed 

pursuant to § 134.503. 

(2) The matter has been decided or is 

the subject of an adjudication before a 

court of competent jurisdiction over 

such matters. 

* * * * * 

§ 134.513 [Amended] 

21. Amend newly redesignated 

§ 134.513 by removing the second 

sentence. 

§ 134.514 [Amended] 

22. Amend newly redesignated 

§ 134.514(b) by removing the word 

‘‘service’’ in the second sentence and 

adding in its place the word ‘‘issuance’’. 

Dated: October 21, 2009. 

Karen Mills, 

Administrator. 

[FR Doc. 2010–3613 Filed 2–26–10; 8:45 am] 

BILLING CODE 8025–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0173; Directorate 

Identifier 2009–NM–076–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to all Model 

737–100, –200, –200C, –300, –400, and 

–500 series airplanes. The existing AD 

currently requires repetitive inspections 

to find cracks, fractures, or corrosion of 

each carriage spindle of the left and 

right outboard mid-flaps, and corrective 

action if necessary. The existing AD also 

currently requires repetitive gap checks 

of the inboard and outboard carriage of 

the outboard mid-flaps to detect 

fractured carriage spindles, and 

corrective actions if necessary. This 

proposed AD would require any new or 

serviceable carriage spindle installed 

per the requirements of the existing AD 

to meet minimum allowable diameter 

measurements taken at three locations. 

This proposed AD also would require 

new repetitive inspections, 

measurements, and overhaul of the 

carriage spindles, and applicable 

corrective actions. In addition, this 

proposed AD would require replacing 

any carriage spindle when it has 

reached its maximum life limit. This 

proposed AD results from reports of 

fractures that resulted from stress 

corrosion and pitting along the length of 

the spindle and spindle diameter, and 

additional reports of corrosion on the 

outboard flap carriage spindles. We are 

proposing this AD to detect and correct 

cracked, corroded, or fractured carriage 

spindles, and to prevent severe flap 

asymmetry, which could result in 

reduced control or loss of controllability 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by April 15, 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 AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; 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–2010–0173; Directorate Identifier 

2009–NM–076–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 

On November 24, 2003, we issued AD 

2003–24–08, Amendment 39–13377 (68 

FR 67027, December 1, 2003), for all 

Model 737–100, –200, –200C, –300, 

–400, and –500 series airplanes. That 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

9138 Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules 

AD currently requires repetitive 

inspections to find cracks, fractures, or 

corrosion of each carriage spindle of the 

left and right outboard mid-flaps, and 

corrective action if necessary. That AD 

also currently requires repetitive gap 

checks of the inboard and outboard 

carriage of the outboard mid-flaps to 

detect fractured carriage spindles, and 

corrective actions if necessary. That AD 

resulted from a report indicating that 

the inboard and outboard carriage 

spindles (number 7 and 8 carriage 

spindles) were fractured on the right 

outboard flap during approach to 

landing. We issued that AD to detect 

and correct cracked, corroded, or 

fractured carriage spindles, and to 

prevent severe flap asymmetry, which 

could result in reduced control or loss 

of controllability of the airplane. 

Actions Since Existing AD Was Issued 

The preamble to AD 2003–24–08 

explains that we considered the 

requirements ‘‘interim action’’ and were 

considering further rulemaking. We now 

have determined that further 

rulemaking is indeed necessary, and 

this proposed AD follows from that 

determination. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 737–57A1218, Revision 

5, dated February 9, 2009. The service 

bulletin describes procedures for 

repetitive detailed and magnetic particle 

inspections to detect discrepancies 

(including corrosion, pitting, and 

cracks) of the carriage spindle, repetitive 

measurements to determine the 

diameter of certain areas of the carriage 

spindle, and applicable corrective 

actions. The corrective actions include 

repairing any corrosion or pitting, or 

replacement with a new or serviceable 

carriage. The service bulletin also 

describes procedures for repetitive 

overhauls of the carriage. In addition, 

the service bulletin describes 

procedures for repetitive replacements 

of any carriage when it has reached its 

maximum life limit. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to develop on 

other airplanes of the same type design. 

For this reason, we are proposing this 

AD, which would supersede AD 2003– 

24–08 and would retain certain 

requirements of the existing AD. This 

proposed AD would require any new or 

serviceable carriage spindle installed 

per the requirements of the existing AD 

to meet minimum allowable diameter 

measurements taken at three locations 

of the spindle. This proposed AD also 

would require accomplishing the 

actions specified in the service bulletin 

described previously. 

Change to Existing AD 

This proposed AD would retain 

certain requirements of AD 2003–24–08. 

Since AD 2003–24–08 was issued, the 

AD format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 2003–24–08 

Corresponding 

requirement in this 

proposed AD 

paragraph (c) paragraph (g) 

paragraph (d) paragraph (h) 

paragraph (e) paragraph (i) 

paragraph (f) paragraph (j) 

paragraph (g) paragraph (k) 

paragraph (h) paragraph (l) 

paragraph (i) paragraph (m) 

paragraph (j) paragraph (n) 

Costs of Compliance 

There are about 2,852 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Inspections (required by 

AD 2003–24–08).

12 $85 None ........ $1,020 per inspection cycle 652 $665,040 per inspection 

cycle. 

Inspections and measurements (new proposed 

actions).

2 85 None ........ $170 per inspection and 

measurement cycle.

652 $110,840 per inspection 

and measurement cycle. 

Overhauls (new proposed 

actions).

16 85 $28,000 1 $29,360 per overhaul cycle 652 $19,142,720 per overhaul 

cycle. 

Replacements (new proposed actions).16 85 $60,000 2 $61,360 per replacement 

cycle.

652 $40,006,720 per replacement cycle. 

1 $7,000 per spindle; 4 spindles per airplane. 

2 $15,000 per spindle; 4 spindles per airplane. 

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the actions required by this AD, and that 

no operator would accomplish those 

actions in the future if this AD were not 

adopted. However, we have been 

advised that the carriages are already 

being overhauled and replaced on some 

affected airplanes. In addition, the 

replacement cycle is approximately 

every 20 years. Therefore, the future 

economic cost impact of this proposed 

rule on U.S. operators is expected to be 

less than the cost impact figures 

indicated above. 

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 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules 9139 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have 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 that the 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing Amendment 39–13377 (68 

FR 67027, December 1, 2003) and 

adding the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2010–0173; Directorate Identifier 2009– 

NM–076–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by April 15, 2010. 

Affected ADs 

(b) This AD supersedes AD 2003–24–08, 

Amendment 39–13377. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes, 

certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from a report indicating 

that the inboard and outboard carriage 

spindles were fractured on the right outboard 

flap during approach to landing. We are 

issuing this AD to detect and correct cracked, 

corroded, or fractured carriage spindles and 

to prevent severe flap asymmetry, which 

could result in reduced control or loss of 

controllability 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. 

Restatement of Certain Requirements of AD 

2003–24–08, With Updated Service 

Information 

Compliance Times 

(g) The tables in paragraph 1.E., 

‘‘Compliance’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003, specify the compliance 

times for paragraphs (g) through (k) of this 

AD. For carriage spindles that have 

accumulated the number of flight cycles or 

years in service specified in the ‘‘Threshold’’ 

column of the tables, accomplish the gap 

check and nondestructive test (NDT) and 

general visual inspections specified in 

paragraphs (h) and (j) of this AD within the 

corresponding interval after December 4, 

2003 (the effective date AD 2003–24–08), as 

specified in the ‘‘Interval’’ column. Repeat the 

gap check and NDT and general visual 

inspections at the same intervals, except: 

(1) The gap check does not have to be done 

at the same time as an NDT inspection; after 

doing an NDT inspection, the interval for 

doing the next gap check can be measured 

from the NDT inspection; and 

(2) As carriage spindles gain flight cycles 

or years in service and move from one 

category in the ‘‘Threshold’’ column to 

another, they are subject to the repetitive 

inspection intervals corresponding to the 

new threshold category. 

Work Package 2: Gap Check 

(h) Perform a gap check of the inboard and 

outboard carriage of the left and right 

outboard mid-flaps to determine if there is a 

positive indication of a severed carriage 

spindle, in accordance with Work Package 2 

of paragraph 3.B., ‘‘Work Instructions’’ of 

Boeing Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003. 

Work Package 2: Corrective Actions 

(i) If there is a positive indication of a 

severed carriage spindle during the gap check 

required by paragraph (h) of this AD, before 

further flight, remove the carriage spindle 

and install a new or serviceable carriage 

spindle in accordance with the ‘‘Work 

Instructions’’ of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003; or Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009. If, as a result of the detailed inspection 

described in paragraph 4.b. of Work Package 

2 of Boeing Alert Service Bulletin 737– 

57A1277, Revision 1, dated November 25, 

2003, a carriage spindle is found not to be 

severed and no corrosion and no cracking is 

present, it can be reinstalled on the mid-flap 

in accordance with Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. 

Work Package 1: Inspections 

(j) Perform a NDT inspection and general 

visual inspection for each carriage spindle of 

the left and right outboard mid-flaps to detect 

cracks, corrosion, or severed carriage 

spindles, in accordance with the ‘‘Work 

Instructions’’ of Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003. 

Work Package 1: Corrective Actions 

(k) If any corroded, cracked, or severed 

carriage spindle is found during any 

inspection required by paragraph (j) of this 

AD, before further flight, remove the carriage 

spindle and install a new or serviceable 

carriage spindle in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. 

Parts Installation 

(l) Except as provided in paragraph (i) of 

this AD: As of December 4, 2003, no person 

may install on any airplane a carriage spindle 

that has been removed as required by 

paragraph (i) or (k) of this AD, unless it has 

been overhauled in accordance with the 

‘‘Work Instructions’’ of Boeing Alert Service 

Bulletin 737–57A1277, Revision 1, dated 

November 25, 2003; or Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. After the effective date of 

this AD, use only Boeing Alert Service 

Bulletin 737–57A1218, Revision 5, dated 

February 9, 2009. To be eligible for 

installation under this paragraph, the carriage 

spindle must have been overhauled in 

accordance with the requirements of 

paragraph (m) of this AD. 

(m) During accomplishment of any 

overhaul specified in paragraph (l) of this 

AD, use the procedures specified in 

paragraphs (m)(1) and (m)(2) of this AD 

during application of the nickel plating to the 

carriage spindle in addition to those 

specified in Boeing 737 Standard Overhaul 

Practices Manual, Chapter 20–42–09, 

Revision 25, dated July 1, 2009. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

9140 Federal Register / Vol. 75, No. 39 / Monday, March 1, 2010 / Proposed Rules 

(1) The maximum deposition rate of the 

nickel plating in any one plating/baking 

cycle must not exceed 0.002-inches-per-hour. 

(2) Begin the hydrogen embrittlement relief 

bake within 10 hours after application of the 

plating, or less than 24 hours after the current 

was first applied to the part, whichever is 

first. 

Exception to Reporting Recommendations in 

Certain Service Bulletins 

(n) Although Boeing Alert Service Bulletin 

737–57A1277, Revision 1, dated November 

25, 2003, recommends that operators report 

inspection findings to the manufacturer, this 

AD does not contain such a reporting 

requirement. 

New Actions Required by This AD 

Inspections, Measurements, and Overhauls of 

the Carriage Spindle 

(o) At the applicable times specified in 

paragraph (o)(1) or (o)(2) of this AD: Do the 

detailed inspection for corrosion, pitting, and 

cracking of the carriage spindle, the magnetic 

particle inspection for cracking of the 

carriage spindle, measurements of the 

spindle to determine if it meets the allowable 

minimum diameter, and overhauls, and 

applicable corrective actions by 

accomplishing all the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1218, Revision 5, dated February 9, 

2009. The applicable corrective actions must 

be done before further flight. Repeat these 

actions thereafter at intervals not to exceed 

12,000 flight cycles on the carriage spindle or 

8 years, whichever comes first. 

(1) For Model 737–100, –200, –200C 

airplanes, at the later of the times specified 

in paragraph (o)(1)(i) or (o)(1)(ii) of this AD: 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 1 year after the effective date of 

this AD. 

(2) For Model –300, –400, and –500 series 

airplanes, at the later of the times specified 

in paragraph (o)(2)(i) or (o)(2)(ii) of this AD: 

(i) Before the accumulation of 12,000 total 

flight cycles on the carriage spindle since 

new or overhauled, or within 8 years after the 

installation of the new or overhauled part, 

whichever comes first. 

(ii) Within 2 years after the effective date 

of this AD. 

Replacement of the Carriage Spindle 

(p) For Model 737–100, –200, –200C 

airplanes: Replace the carriage spindle with 

a new or documented (for which the service 

life, in flight cycles, is known) carriage 

spindle, in accordance with Boeing Alert 

Service Bulletin 737–57A1218, Revision 5, 

dated February 9, 2009, at the later of the 

times specified in paragraphs (p)(1) and 

(p)(2) of this AD, except as required by 

paragraph (r) of this AD. Overhauling the 

carriage spindles does not zero-out the flight 

cycles. Total flight cycles accumulate since 

new. 

(1) Before the accumulation of 48,000 total 

flight cycles on the new or overhauled 

carriage. 

(2) Within three years or 7,500 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(q) For Model 737–300, –400, and –500 

series airplanes: Replace the carriage spindle 

with a new or documented (for which the 

service life, in flight cycles, is known) 

carriage spindle, in accordance with Boeing 

Alert Service Bulletin 737–57A1218, 

Revision 5, dated February 9, 2009, at the 

later of the times specified in paragraphs 

(q)(1) and (q)(2) of this AD, except as 

required by paragraph (r) of this AD. 

Overhauling the carriage spindles does not 

zero-out the flight cycles. Total flight cycles 

accumulate since new. 

(1) Before the accumulation of 48,000 total 

flight cycles on the new or overhauled 

carriage. 

(2) Within six years or 15,000 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(r) For airplanes with an undocumented 

carriage: Do the applicable actions specified 

in paragraph (p) or (q) of this AD at the 

applicable time specified in paragraph (r)(1) 

or (r)(2) of this AD. 

(1) For Model 737–100, –200, –200C series 

airplanes: Do the actions specified in 

paragraph (p) of this AD at the time specified 

in paragraph (p)(2) of this AD. 

(2) For Model –300, –400, and –500 series 

airplanes: Do the actions specified in 

paragraph (q) of this AD at the time specified 

in paragraph (q)(2) of this AD. 

Repetitive Replacements of Carriage Spindle 

(s) For all airplanes: Repeat the 

replacement of the carriage spindle specified 

by paragraph (p) or (q) of this AD, as 

applicable, thereafter at intervals not to 

exceed 48,000 total flight cycles on the new 

or overhauled carriage spindle. 

Alternative Methods of Compliance 

(AMOCs) 

(t)(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: 

Nancy Marsh, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. Or, 

e-mail information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

Issued in Renton, Washington, on February 

17, 2010. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–4167 Filed 2–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1100; Directorate 

Identifier 2009–NE–37–AD] 

RIN 2120–AA64 

Airworthiness Directives; International 

Aero Engines AG (IAE) V2500–A1, 

V2522–A5, V2524–A5, V2525–D5, 

V2527–A5, V2527E–A5, V2527M–A5, 

V2528–D5, V2530–A5, and V2533–A5 

Turbofan Engines; Correction 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM); correction. 

SUMMARY: The FAA is correcting an 

NPRM, which published in the Federal 

Register. That NPRM applies to IAE 

V2500–A1, V2522–A5, V2524–A5, 

V2525–D5, V2527–A5, V2527E–A5, 

V2527M–A5, V2528–D5, V2530–A5, 

and V2533–A5 turbofan engines. The 

docket number is incorrect in three 

locations. This document corrects the 

docket number in those three locations. 

In all other respects, the original 

document remains the same. 

DATES: The NPRM is corrected as of 

March 1, 2010. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Dickert, Aerospace Engineer, 

Engine Certification Office, FAA, 12 

New England Executive Park, 

Burlington, MA 01803; e-mail: 

kevin.dickert@faa.gov; phone: (781) 

238–7117, fax: (781) 238–7199. 

SUPPLEMENTARY INFORMATION: On 

February 12, 2010 (75 FR 6860), we 

published a proposed AD, FR Doc. 

2010–2999, in the Federal Register. 

That AD applies to IAE V2500–A1, 

V2522–A5, V2524–A5, V2525–D5, 

V2527–A5, V2527E–A5, V2527M–A5, 

V2528–D5, V2530–A5, and V2533–A5 

turbofan engines. We need to make the 

following corrections: 

§ 39.13 [Corrected] 

On page 6860, in the first column, 

under 14 CFR Part 39, ‘‘Docket No. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS