Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 46331 

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 AD and placed it 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: 

2009–18–13 Rolls-Royce plc: Amendment 

39–16009.; Docket No. FAA–2009–0771; 

Directorate Identifier 2009–NE–14–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective October 14, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Rolls-Royce plc (RR) 

model RB211 Trent 970–84, 970B–84, 972– 

84, 972B–84, 977–84, 977B–84, and 980–84 

turbofan engines that do not incorporate RR 

modification Service Bulletin (SB) RB.211– 

72–G025. These engines are installed on, but 

not limited to, Airbus A380 airplanes. 

Reason 

(d) Evidence from development testing and 

flight test Trent 900 engines has identified 

cracking on some HP Turbine Nozzle Guide 

Vane (NGV) Convex Surfaces. Analysis of test 

data and review of the manufacturing process 

has revealed compounding effects that may 

contribute to a shortfall in component life 

and an increased likelihood of premature 

cracking in this region. Excessive cracking on 

the Convex Surface may lead to the release 

of NGV material or the blockage of Turbine 

gas flow. This results in a risk of fracture to 

the HP Turbine Blade. 

We are issuing this AD to prevent the 

release of a high-pressure (HP) turbine blade, 

which could result in an engine power loss 

or in-flight shut down of one or more 

engines, resulting in an inability to continue 

safe flight. 

Actions and Compliance 

First Inspection 

(e) Before accumulating 400 total cycles, 

inspect the HPT NGV Convex Surfaces, in 

accordance with the accomplishment 

instructions in section 3.A of Rolls-Royce 

RB211–Trent 900 Alert Non Modification 

Service Bulletin (NMSB) RB.211–72–AF995 

Revision 2, dated February 9, 2009. 

Reinspection 

(f) If no damage is identified at first 

inspection: 

(1) Repeat the inspection at intervals less 

than 250 Cycles apart. 

(2) If repeat inspections reveal no damage 

at 1000 cycles revert to normal inspection 

maintenance as detailed in the Rolls-Royce 

RB211–Trent 900 Maintenance Planning 

Document (MPD), and sign off this AD as 

complied with; no further inspections are 

required by this AD. 

(g) If any damage is identified, refer to the 

Table 1 and Table 2 in section 3.B. of RollsRoyce RB211–Trent 900 Alert NMSB 

RB.211–72–AF995 Revision 2, dated 

February 9, 2009, for reinspection intervals 

and rejection criteria. 

FAA AD Differences 

(h) None. 

Other FAA AD Provisions 

(i) Alternative Methods of Compliance 

(AMOCs): The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(j) Refer to MCAI EASA Airworthiness 

Directive 2009–0051, dated March 5, 2009. 

(k) Contact Ian Dargin, Aerospace Engineer, 

Engine Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park; Burlington, MA 01803; 

e-mail: ian.dargin@faa.gov; telephone (781) 

238–7178; fax (781) 238–7199, for more 

information about this AD. 

Material Incorporated by Reference 

(l) You must use RR Alert Non Mandatory 

Service Bulletin RB.211–72–AF995 Revision 

2, dated February 9, 2009, 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 Rolls-Royce plc, P.O. Box 

31, DERBY, DE24 8BJ, UK; telephone 44 (0) 

1332 242424; fax 44 (0) 1332 249936. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or 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/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

August 20, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–20830 Filed 9–8–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0476; Directorate 

Identifier 2008–NM–188–AD; Amendment 

39–16006; AD 2009–18–10] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 707 Airplanes, and Model 720 

and 720B Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Boeing Model 

707 airplanes, and Model 720 and 720B 

series airplanes. The existing AD 

currently requires repetitive detailed 

inspections to detect cracks and 

corrosion on any existing repairs and at 

certain body stations (STA) of the 

visible surfaces of the wing to body 

terminal fittings including the web, 

flanges, and ribs; and applicable related 

investigative and corrective actions. 

This new AD retains the requirements of 

the existing AD and requires repetitive 

ultrasonic inspections to detect any 

stress corrosion cracks within the 

outboard flange of the left and right 

body terminal fittings at STA 820, and 

related investigative and corrective 

actions if necessary. This AD also 

provides an optional terminating action 

for the repetitive inspections. This AD 

also adds two airplanes to the 

applicability. This AD results from 

reports of cracks found in the wing to 

body terminal fittings during routine 

inspections. We are issuing this AD to 

detect and correct cracks and corrosion 

in the body terminal fittings above and 

below the floor, which could cause loss 

of support for the wing and could 

adversely affect the structural integrity 

of the airplane. 

DATES: This AD becomes effective 

October 14, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 14, 2009. 


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46332 Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 

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: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2008–17–10, amendment 

39–15648 (73 FR 50703, August 28, 

2008). The existing AD applies to 

certain Boeing Model 707 airplanes, and 

Model 720 and 720B series airplanes. 

That NPRM was published in the 

Federal Register on May 26, 2009 (74 

FR 24715). That NPRM proposed to 

continue to require detailed inspections 

and applicable related investigative and 

corrective actions. That NPRM also 

proposed to require repetitive ultrasonic 

inspections to detect any stress 

corrosion cracks within the outboard 

flange of the left and right body terminal 

fittings at station (STA) 820, and related 

investigative and corrective actions if 

necessary. That NPRM also proposed an 

optional terminating action for the 

repetitive inspections. That NPRM also 

proposed to add two airplanes to the 

applicability. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comment that has been 

received on the NPRM. The commenter 

concurs with the content of the NPRM. 

Conclusion 

We have carefully reviewed the 

available data, including the comment 

that has been received, and determined 

that air safety and the public interest 

require adopting the AD as proposed. 

Costs of Compliance 

There are about 128 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Cost per airplane 

Number of U.S.- 

registered 

irplanes 

Fleet cost 

Inspections (required by 

AD 2008–17–10).

20 ................................... $80 $1,600 per inspection 

cycle.

11 ..................... $17,600 per inspection 

cycle. 

Inspections (new required 

action).

20 to 30, depending on 

group.

80 $1,600 to $2,400 per inspection cycle.Up to 13 ........... Up to $31,200 per inspection cycle. 

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 have determined that 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this 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. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–15648 (73 

FR 50703, August 28, 2008) and by 

adding the following new airworthiness 

directive (AD): 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 46333 

2009–18–10 Boeing: Amendment 39–16006. 

Docket No. FAA–2009–0476; Directorate 

Identifier 2008–NM–188–AD. 

Effective Date 

(a) This AD becomes effective October 14, 

2009. 

Affected ADs 

(b) This AD supersedes AD 2008–17–10, 

amendment 39–15648. 

Applicability 

(c) This AD applies to Boeing Model 707– 

100 long body, –200, –100B long body, and 

–100B short body series airplanes; Model 

707–300, –300B, –300C, and –400 series 

airplanes; and Model 720 and 720B series 

airplanes; certificated in any category; as 

identified in Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from new findings of 

cracks found in the wing to body terminal 

fittings during routine inspections. We are 

issuing this AD to detect and correct cracks 

and corrosion in the body terminal fittings 

above and below the floor, which could 

cause loss of support for the wing and could 

adversely affect the structural integrity 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 Requirements of AD 2008– 

17–10 With Updated Service Information 

Inspections and Corrective Actions 

(g) For airplanes identified in Boeing 707 

Special Attention Service Bulletin 3524, 

dated July 18, 2007: Within 24 months after 

October 2, 2008 (the effective date of AD 

2008–17–10), do detailed inspections and 

applicable related investigative and 

corrective actions, by accomplishing all the 

actions specified in the Accomplishment 

Instructions of Boeing 707 Special Attention 

Service Bulletin 3524, dated July 18, 2007; or 

Boeing 707 Alert Service Bulletin A3524, 

Revision 1, dated September 18, 2008; except 

as provided by paragraph (h) of this AD. 

After the effective date of this AD, use only 

Boeing 707 Alert Service Bulletin A3524, 

Revision 1, dated September 18, 2008. Repeat 

the detailed inspections thereafter at 

intervals not to exceed 24 months. Do all 

applicable related investigative and 

corrective actions before further flight. 

(h) If any crack or corrosion is found 

during any inspection required by paragraph 

(g) of this AD, and Boeing 707 Special 

Attention Service Bulletin 3524, dated July 

18, 2007, or Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 2008, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair the terminal fittings using a method 

approved in accordance with the procedures 

specified in paragraph (o) of this AD. 

No Information Submission 

(i) Although Boeing 707 Special Attention 

Service Bulletin 3524, dated July 18, 2007; 

and Boeing 707 Alert Service Bulletin A3524, 

Revision 1, dated September 18, 2008; 

specify to submit information to the 

manufacturer, this AD does not include that 

requirement. 

New Requirements of This AD 

Inspections 

(j) For Group 1 and Group 2 airplanes 

identified in Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 2008, on which a modification or repair 

was done in accordance with Boeing 707/720 

Service Bulletin 2912, Revision 1, dated 

March 13, 1970: At the later of the times 

specified in paragraphs (j)(1) and (j)(2) of this 

AD, do an ultrasonic inspection to detect any 

stress corrosion cracks within the outboard 

flange of the left and right body terminal 

fittings at body station (STA) 820, and all 

applicable related investigative and 

corrective actions, by accomplishing all the 

actions specified in the Accomplishment 

Instructions of Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 2008, except as provided by paragraph 

(m) of this AD. Repeat the ultrasonic 

inspection thereafter at intervals not to 

exceed 24 months or 2,000 flight cycles, 

whichever occurs first. Do all applicable 

related investigative and corrective actions 

before further flight. 

(1) Within 24 months or 2,000 flight cycles 

after the effective date of this AD, whichever 

occurs first. 

(2) Within 24 months or 2,000 flight cycles 

after doing the repair or modification, 

whichever occurs first. 

(k) For Group 3 and Group 4 airplanes 

identified in Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 2008: Within 2,000 flight cycles or 24 

months after the effective date of this AD, 

whichever occurs first, do an ultrasonic 

inspection to detect any stress corrosion 

cracks within the outboard flange of the left 

and right body terminal fittings at STA 820, 

and all applicable corrective actions, by 

accomplishing all the actions specified in the 

Accomplishment Instructions of Boeing 707 

Alert Service Bulletin A3524, Revision 1, 

dated September 18, 2008, except as 

provided by paragraph (m) of this AD. Repeat 

the ultrasonic inspection thereafter at 

intervals not to exceed 24 months or 2,000 

flight cycles, whichever occurs first. Do all 

applicable corrective actions before further 

flight. 

(l) For Group 4 airplanes identified in 

Boeing 707 Alert Service Bulletin A3524, 

Revision 1, dated September 18, 2008: 

Within 24 months after the effective date of 

this AD, do detailed inspections for corrosion 

and cracking of the body terminal fittings at 

STA 820, and all applicable related 

investigative and corrective actions, by 

accomplishing all the actions specified in the 

Accomplishment Instructions of Boeing 707 

Alert Service Bulletin A3524, Revision 1, 

dated September 18, 2008, except as 

provided by paragraph (m) of this AD. Repeat 

the detailed inspections thereafter at 

intervals not to exceed 24 months. Do all 

applicable related investigative and 

corrective actions before further flight. 

Exception to Certain Procedures 

(m) If any crack or corrosion is found 

during any inspection required by paragraph 

(j), (k), or (l) of this AD, and Boeing 707 Alert 

Service Bulletin A3524, Revision 1, dated 

September 18, 2008, specifies to contact 

Boeing for appropriate action: Before further 

flight, repair the terminal fittings using a 

method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD. 

Note 1: Boeing 707 Alert Service Bulletin 

A3524, Revision 1, dated September 18, 

2008, refers to Boeing 707/720 Service 

Bulletin 2912, Revision 1, dated March 13, 

1970, as an additional source of guidance for 

doing certain inspections and repairs. 

Optional Terminating Action 

(n) Replacing a body terminal fitting with 

a fitting made from 7075–T73 material, using 

a method approved in accordance with the 

procedures specified in paragraph (o) of this 

AD, terminates the repetitive inspections 

required by this AD for that fitting only. 

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: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6577; fax (425) 

917–6590; or, e-mail information 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 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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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 

(p) You must use Boeing 707 Alert Service 

Bulletin A3524, Revision 1, dated September 

18, 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 


jlentini on DSKJ8SOYB1PROD with RULES
46334 Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 

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 August 

18, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–20838 Filed 9–8–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0515; Directorate 

Identifier 2008–NM–071–AD; Amendment 

39–16007; AD 2009–18–11] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.28 Mark 0070 and 0100 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This 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: 

Following a red illuminated ‘‘DOOR NOT 

LOCKED’’ status light indication on the door 

lock indication panel after lift off, the cabin 

crew operated the door lock handle. This 

resulted in inadvertent opening of the 

downward opening passenger door in flight. 

* * * 

After inspection, it was found that the false 

red light might be the result of an incorrect 

clearance between lever Part Number (P/N) 

A26997–003 and the Up-Limit Switch. If the 

Up-Limit Switch has an incorrect clearance, 

the combination with cabin differential 

pressure build-up after lift-off might result in 

a false steady illuminating red ‘‘DOOR NOT 

LOCKED’’ indication on the Door Indication 

Panel. * * * 

* * * * * 

The unsafe condition is inadvertent 

opening of the door lock handle in 

flight, which could result in rapid 

decompression of the airplane or 

ejection of a passenger or crewmember 

through the door. We are issuing this 

AD to require actions to correct the 

unsafe condition on these products. 

DATES: This AD becomes effective 

October 14, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 14, 2009. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on June 9, 2009 (74 FR 27260). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Following a red illuminated ‘‘DOOR NOT 

LOCKED’’ status light indication on the door 

lock indication panel after lift off, the cabin 

crew operated the door lock handle. This 

resulted in inadvertent opening of the 

downward opening passenger door in flight. 

It appeared that the cabin crew was unaware 

of the content of Fokker 70/100 Service Letter 

(SL) 272. This SL informs not to operate the 

door lock handle after the aircraft has started 

to move or before it has come to a complete 

standstill. 

After inspection, it was found that the false 

red light might be the result of an incorrect 

clearance between lever Part Number (P/N) 

A26997–003 and the Up-Limit Switch. If the 

Up-Limit Switch has an incorrect clearance, 

the combination with cabin differential 

pressure build-up after lift-off might result in 

a false steady illuminating red ‘‘DOOR NOT 

LOCKED’’ indication on the Door Indication 

Panel. The original Fokker Service Bulletin 

SBF100–52–044 and the associated Aircraft 

Maintenance Manual (AMM) task mentioned 

a clearance of 1,3 mm ± 0,3 mm. Later, based 

on a trial, an improved clearance of 0,3 mm 

± 0,2 mm was introduced. Both documents 

have been revised for that reason. Later 

production serial number aircraft with 

downward opening passenger doors had the 

correct clearance introduced before delivery, 

but no action was taken to inspect and adjust 

the clearance on previously delivered or 

modified (per SBF100–52–044) serial 

numbers. 

Since an unsafe condition has been 

identified that is likely to exist or develop on 

other aircraft of the same type design, this 

[EASA] Airworthiness Directive (AD) 

requires two actions: 

—The installation of a warning placard near 

the status lights of the door lock indication 

panel, instructing the cabin crew not to 

operate the door handle during flight and 

to inform the flight crew of the ‘‘DOOR 

NOT LOCKED’’ indication; and 

—A one-time inspection of the clearance 

between lever P/N A26997–003 and the 

Up-Limit Switch. If this clearance deviates 

from the limits given in AMM task 52–71– 

01–400–814–A, which is 0,3 mm ± 0,2 mm 

(0.0118 inch ± 0.0079 inch), corrective 

actions are required. 

The unsafe condition is inadvertent 

opening of the door lock handle in 

flight, which could result in rapid 

decompression of the airplane or 

ejection of a passenger or crewmember 

through the door. The corrective action 

for improper clearance is adjusting the 

clearance between the lever and the uplimit switch. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 


jlentini on DSKJ8SOYB1PROD with RULES