9760 Federal Register / Vol. 75, No. 42 / Thursday, March 4, 2010 / Rules and Regulations 

LIST OF EFFECTIVE PAGES—Continued 

Page title/ 

description Page number(s) Revision number Date shown on page(s) 

6–9 ........................................ None shown* ........................ November 8, 1993. 

6–10 ...................................... None shown* ........................ November 5, 1992. 

Chapter 7 .............................................................................. 7–1 through 7–2 ................... None shown* ........................ November 8, 1993. 

Chapter 8 .............................................................................. 8–1 through 8–4 ................... None shown* ........................ November 8, 1993. 

Chapter 9 .............................................................................. 9–1 through 9–4 ................... None shown* ........................ November 30, 1998. 

(*Only page 1 of the Record of Revisions of Bombardier (de Havilland) DHC–6 Twin Otter, Dash 7 & Dash 8 Corrosion Prevention and Control 

Manual PSM 1–GEN– 5, Part 1, Revision 3, contains the revision level of this document.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail 

thd.qseries@aero.bombardier.com; Internet 

http://www.bombardier.com. 

(3) You may review copies of the 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 or 425–227–1152. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on February 

11, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–3226 Filed 3–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0718; Directorate 

Identifier 2009–NM–025–AD; Amendment 

39–16212; AD 2010–05–03] 

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: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

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 AD requires one-time 

detailed and high frequency eddy 

current inspections for cracks in the 

wing and horizontal stabilizer side-ofbody joints and the fuselage skin 

circumferential splices, and repair if 

necessary. This AD also requires, for 

certain airplanes, repetitive detailed 

inspections for cracks of the fuselage 

skin circumferential splices, and repair 

if necessary. This AD results from 

Boeing analysis indicating that the wing 

and horizontal stabilizer side-of-body 

joints, and the fuselage skin 

circumferential splices, are susceptible 

to fatigue cracking due to high cyclic 

loads on the airplane. We are issuing 

this AD to detect and correct fatigue 

cracking at multiple adjacent locations 

in the subject areas, which could 

connect to form large cracks and result 

in reduced structural integrity leading to 

rapid decompression and consequent 

loss of control of the airplane. 

DATES: This AD is effective April 8, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 8, 2010. 

ADDRESSES: For service information 

identified in this 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. 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to all 

Model 747 airplanes. That NPRM was 

published in the Federal Register on 

August 25, 2009 (74 FR 42807). That 

NPRM proposed to require one-time 

detailed and high frequency eddy 

current inspections for cracks in the 

wing and horizontal stabilizer side-ofbody joints and the fuselage skin 

circumferential splices, and repair if 

necessary. That NPRM also proposed to 

require, for certain airplanes, repetitive 

detailed inspections for cracks of the 

fuselage skin circumferential splices, 

and repair if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Supportive Comment 

Boeing concurs with the contents of 

the NPRM. 

Requests To Change Compliance Times 

UPS asks that we change the NPRM 

to extend the compliance time for the 

inspections specified in Table 3 of 

paragraph 1.E. of Boeing Alert Service 

Bulletin 747–51A2060, dated October 

30, 2008, and required by paragraph (g) 

of the NPRM. UPS states that the 

inspections are not to be done until at 

least 28,500 total flight cycles or 

130,000 total flight hours, whichever 

occurs later, have been accumulated on 


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Federal Register / Vol. 75, No. 42 / Thursday, March 4, 2010 / Rules and Regulations 9761 

the airplane. UPS notes that by 

restricting the compliance time to 

between 28,500 and 30,000 total flight 

cycles or between 130,000 and 135,000 

total flight hours, whichever occurs 

later, operators are extremely limited in 

positioning aircraft for common access 

at maintenance checks. UPS adds that 

without being able to reposition aircraft 

to line up common access maintenance 

inspections, a heavy burden will be 

placed on the operator’s maintenance 

plans, having an adverse economic 

impact on the airlines. 

All Nippon Airways (ANA) asks that 

the lower flight cycle criteria of 28,500 

flight cycles be reduced to 28,000 flight 

cycles to alleviate additional 

maintenance burdens. ANA 

understands the intent of the service 

bulletin but based on the average 

utilization of its airplanes (2,000 to 

3,000 flight cycles accumulated between 

C checks), the proposed lower cycle 

criterion might be a burden to its future 

operation. 

We disagree with the commenters’ 

request to change the compliance time. 

While restricting the compliance time 

for the one-time inspection to between 

28,500 and 30,000 total flight cycles, or 

between 130,000 and 135,000 total flight 

hours, whichever occurs later, would 

have additional impact on scheduled 

maintenance, the inspections are 

intended to detect widespread fatigue 

damage (WFD) of affected structure. We 

have determined that such damage is 

likely to occur in a specific timeframe 

(in terms of flight cycles and flight 

hours). Therefore, the potential WFD 

would be undetectable if the inspections 

are done at an earlier time. 

In developing an appropriate 

compliance time for the inspections, we 

considered the safety implications and 

the practical aspect of accomplishing 

the inspections within a period of time 

that corresponds to the normal 

scheduled maintenance for most 

affected operators. In consideration of 

these items, and since the inspections 

are done one time only, we have 

determined that the specified 

compliance time will ensure an 

acceptable level of safety and allow the 

inspections to be done during scheduled 

maintenance intervals for most affected 

operators. However, under the 

provisions of paragraph (m) of the AD, 

we will consider requests to adjust the 

compliance time if sufficient data are 

submitted to substantiate that the new 

compliance time would provide an 

acceptable level of safety. We have 

made no change to the AD in this 

regard. 

Request To Omit Reporting Negative 

Findings 

Japan Airlines (JAL) asks that the 

requirement to report negative findings 

to Boeing be omitted from the NPRM. 

JAL states that the proposed reporting 

requirement specifies submitting a 

report of both positive and negative 

findings within 30 days. JAL notes that 

Boeing requests a report of crack 

findings only. JAL also asks that we 

remove the reporting requirement for 

positive findings. JAL adds that, in most 

cases, operators will contact Boeing to 

ask for a review when cracks are found. 

We partially agree with the 

commenter. We do not agree to remove 

the reporting requirement for positive 

findings. However, we find that it is not 

necessary for operators to report 

negative findings for Boeing and the 

FAA to further evaluate the WFD 

inspection program. Therefore, we have 

changed paragraph (l) of this AD to 

require only positive findings be 

reported. 

Request To Delay Issuing AD 

JAL also asks that the final rule be 

issued after release of a revised service 

bulletin to correct an error. Figure 31, 

Sheet 7, of the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 747–51A2060, dated October 

30, 2008, specifies inspecting the 

fuselage stringer; however, Circle Note 1 

of Sheet 6 specifies inspecting the 

fuselage skin. Boeing has confirmed that 

an inspection of the ‘‘fuselage skin’’ is 

correct, and stated that a revised service 

bulletin will be issued. 

We partially agree with the 

commenter. We agree that there is an 

error in Circle Note 1 of Sheet 6 of 

Figure 31; however, we do not agree that 

issuing the final rule should be delayed 

to wait for the service bulletin to be 

revised. We have added Note 1 to this 

AD to clarify that the inspection 

specified in Sheet 6 of Figure 31 is of 

the fuselage skin. 

Request To Include Credit for 

Previously Approved Repairs 

ANA asks that credit for previously 

approved repairs per AMOCs for AD 

2004–07–22, Amendment 39–13566 (69 

FR 18250, April 7, 2004), AD 2004–07– 

22 R1, Amendment 39–13566 (69 FR 

24063, May 3, 2004), or AD 2006–10–16 

Amendment 39–14600 (71 FR 28570, 

May 17, 2006) be included in the 

NPRM. 

We acknowledge the commenter’s 

request. However, the purpose of this 

AD is to detect WFD of affected 

structure, and the effect of local repairs 

on that affected structure must be 

thoroughly evaluated on a case-by-case 

basis. We suggest that the commenter 

contact Boeing for evaluation 

guidelines. After the commenter has the 

evaluation guidelines, under the 

provisions of paragraph (m) of the AD, 

we will consider requests to give credit 

for previously approved repairs if 

sufficient data are submitted. We have 

made no change to the AD in this 

regard. 

Clarifications to Final Rule 

The affected airplane models 

identified in the Summary section of 

this final rule have been changed, for 

clarification, to more accurately reflect 

the airplane models as they are 

identified on the type certificate data 

sheet. We have also revised this final 

rule to identify the legal name of the 

manufacturer as published in the most 

recent type certificate data sheet for the 

affected airplane models. 

Explanation of Change Made to This 

AD 

Boeing Commercial Airplanes has 

received an Organization Designation 

Authorization (ODA), which replaces 

their previous designation as a 

Delegation Option Authorization (DOA) 

holder. We have revised paragraph 

(m)(3) of this AD to delegate the 

authority to approve an alternative 

method of compliance for any repair 

required by this AD to the Boeing 

Commercial Airplanes ODA. 

Explanation of Change to Costs of 

Compliance 

After the NPRM was issued, we 

reviewed the figures we have used over 

the past several years to calculate AD 

costs to operators. To account for 

various inflationary costs in the airline 

industry, we find it necessary to 

increase the labor rate used in these 

calculations from $80 per work-hour to 

$85 per work-hour. The cost impact 

information, below, reflects this 

increase in the specified hourly labor 

rate. 

Interim Action 

We consider this AD interim action. If 

final action is later identified, we might 

consider further rulemaking then. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 


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9762 Federal Register / Vol. 75, No. 42 / Thursday, March 4, 2010 / Rules and Regulations 

Costs of Compliance 

We estimate that this AD affects 165 

airplanes of U.S. registry. We also 

estimate that it takes 2,604 work-hours 

per product to comply with this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of this AD to the U.S. 

operators to be $36,521,100, or $221,340 

per product. 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will 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 this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

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. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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: 

2010–05–03 The Boeing Company: 

Amendment 39–16212. Docket No. 

FAA–2009–0718; Directorate Identifier 

2009–NM–025–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective April 8, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all 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. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 51: Standard practices/ 

structures. 

Unsafe Condition 

(e) This AD results from a Boeing analysis 

indicating that the wing and horizontal 

stabilizer side-of-body joints, and the 

fuselage skin circumferential splices, are 

susceptible to fatigue cracking due to high 

cyclic loads on the airplane. The Federal 

Aviation Administration is issuing this AD to 

detect and correct fatigue cracking at 

multiple adjacent locations in the subject 

areas, which could connect to form large 

cracks and result in reduced structural 

integrity leading to rapid decompression and 

consequent loss of control 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. 

Inspections and Repair if Necessary 

(g) Except as provided by paragraphs (h) 

and (i) of this AD: At the applicable times 

specified in paragraph 1.E. of Boeing Alert 

Service Bulletin 747–51A2060, dated October 

30, 2008, do one-time inspections for cracks 

in the wing and horizontal stabilizer side-ofbody joints, and the fuselage skin 

circumferential splices; do detailed 

inspections, as applicable, for cracks of the 

fuselage skin circumferential splices; and do 

all applicable repairs before further flight, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–51A2060, dated October 30, 2008, 

except as provided by paragraphs (j) and (k) 

of this AD. As applicable, repeat the detailed 

inspection for cracks of the fuselage skin 

circumferential splices, at the applicable 

times specified in paragraph 1.E. of Boeing 

Alert Service Bulletin 747–51A2060, dated 

October 30, 2008. 

Note 1: The inspection specified in Sheet 

6 of Figure 31 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–51A2060, dated October 30, 2008, is an 

external detailed inspection of the fuselage 

skin as specified in Step 3 of Figure 31, not 

an inspection of the fuselage stringer. 

Exceptions to Compliance Times 

(h) Where Boeing Alert Service Bulletin 

747–51A2060, dated October 30, 2008, 

specifies a compliance time after ‘‘* * * the 

date on this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(i) Where Note (a) of Table 2 of paragraph 

1.E. of Boeing Alert Service Bulletin 747– 

51A2060, dated October 30, 2008, specifies 

that if a certain modification was done then 

certain inspections may be deferred ‘‘until the 

post modification inspection period as given 

in Service Bulletin 747–57A2314,’’ this AD 

allows, for airplanes on which the 

modification specified in Boeing Service 

Bulletin 747–57A2314 has been done, 

deferring the inspections specified in Part 2 

of paragraph 3.B., Work Instructions, of 

Boeing Alert Service Bulletin 747–51A2060, 

dated October 30, 2008, until the applicable 

post-modification inspection compliance 

times required by paragraph (e) of AD 2004– 

03–09, amendment 39–13453. 

Exception to Part 4 Actions 

(j) For Group 6 airplanes identified in 

Boeing Alert Service Bulletin 747–51A2060, 

dated October 30, 2008: Do the inspections 

specified in Part 4 of paragraph 3.B., Work 

Instructions, of Boeing Alert Service Bulletin 

747–51A2060, dated October 30, 2008, in 

accordance with the procedures specified in 

paragraph (m) of this AD. 

Exception to Corrective Actions 

(k) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 747–51A2060, dated 

October 30, 2008, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (m) of this AD. 

Reporting Requirement 

(l) At the applicable time specified in 

paragraph (l)(1) or (l)(2) of this AD, submit 

a report of positive findings of cracks found 

during the inspection required by paragraph 

(g) of this AD to Boeing Commercial Airplane 

Group, P.O. Box 3707, Seattle, Washington 

98124–2207. Alternatively, operators may 

submit reports to their Boeing field service 

representatives. The report must contain, as 

a minimum, the following information: 

airplane serial number, flight cycles at time 


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Federal Register / Vol. 75, No. 42 / Thursday, March 4, 2010 / Rules and Regulations 9763 

of discovery, location(s) and extent of 

positive crack findings. Under the provisions 

of the Paperwork Reduction Act (44 U.S.C. 

3501 et seq.), the Office of Management and 

Budget (OMB) has approved the information 

collection requirements contained in this AD 

and has assigned OMB Control Number 

2120–0056. 

(1) If the inspection was done on or before 

the effective date of this AD: Send the report 

within 30 days after the effective date of this 

AD. 

(2) If the inspection was done after the 

effective date of this AD: Send the report 

within 30 days after the inspection is done. 

Alternative Methods of Compliance 

(AMOCs) 

(m)(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: Ivan 

Li, Aerospace Engineer, Airframe Branch, 

ANM–120S, FAA, Seattle ACO, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6437; fax (425) 

917–6590; Or, e-mail information to 9-ANMSeattle-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 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. 

Material Incorporated by Reference 

(n) You must use Boeing Alert Service 

Bulletin 747–51A2060, dated October 30, 

2008, to do the actions required by this AD, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this 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. 

(3) You may review copies of the 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 or 425–227–1152. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on February 

11, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–3714 Filed 3–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Parts 61, 63, and 65 

[Docket No.: FAA–2009–0923; Special 

Federal Aviation Regulation No. 100–2] 

RIN 2120–AJ54 

Relief for U.S. Military and Civilian 

Personnel Who Are Assigned Outside 

the United States in Support of U.S. 

Armed Forces Operations 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Direct final rule; request for 

comments. 

SUMMARY: The FAA is replacing Special 

Federal Aviation Regulation 100–1 

(SFAR 100–1), with SFAR 100–2 that 

continues to allow Flight Standards 

District Offices (FSDOs) to accept 

expired flight instructor certificates and 

inspection authorizations for renewals 

from U.S. military and civilian 

personnel (U.S. personnel) who are 

assigned outside the United States in 

support of U.S. Armed Forces 

operations. SFAR 100–2 also continues 

to allow FSDOs to accept expired 

airman written test reports for certain 

practical tests from U.S. personnel who 

are assigned outside the United States in 

support of U.S. Armed Forces 

operations. This action is necessary to 

avoid penalizing U.S. personnel who are 

unable to meet the regulatory time 

limits of their flight instructor 

certificate, inspection authorization, or 

airman written test report because they 

are serving outside the United States in 

support of U.S. Armed Forces 

operations. The effect of this action is to 

give U.S. personnel who are assigned 

outside the United States in support of 

U.S. Armed Forces operations extra time 

to meet certain eligibility requirements 

in the current rules. 

DATES: This final rule is effective June 

20, 2010. 

Submit comments on or before April 

5, 2010. 

ADDRESSES: You may send comments 

identified by Docket Number FAA– 

2009–0923 using any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue, SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

• Hand Delivery: Take comments to 

Docket Operations in Room W12–140 of 

the West Building Ground Floor at 1200 

New Jersey Avenue, SE., Washington, 

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

through Friday, except Federal holidays. 

For more information on the 

rulemaking process, see the 

SUPPLEMENTARY INFORMATION section of 

this document. 

Privacy: We will post all comments 

we receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. 

Using the search function of our docket 

Web site, anyone can find and read the 

comments received into any of our 

dockets, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). You may 

review DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78) or you may visit http:// 

DocketsInfo.dot.gov. 

Docket: To read background 

documents or comments received, go to 

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

or to Docket Operations in Room W12– 

140 of the West Building Ground Floor 

at 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

FOR FURTHER INFORMATION CONTACT: R. 

Lance Nuckolls, AFS–810, General 

Aviation and Commercial Division, 

Flight Standards Service, Federal 

Aviation Administration, 800 

Independence Avenue, SW., 

Washington, DC 20591; telephone (202) 

267–8212. 

For legal questions about this SFAR, 

contact: Michael Chase, AGC–240, 

Office of Chief Counsel, Regulations 

Division, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone (202) 267–3110; e-mail to 

michael.chase@faa.gov. 


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