Federal Register / Vol. 74, No. 168 / Tuesday, September 1, 2009 / Proposed Rules 45135 

Issued in Kansas City, Missouri on August 

20, 2009. 

Kim Smith, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. E9–21057 Filed 8–31–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0186; Directorate 

Identifier 2007–NM–226–AD] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Model DC–10–10, DC–10–10F, 

DC–10–15, DC–10–30, DC–10–30F (KC– 

10A and KDC–10), DC–10–40, DC–10– 

40F, MD–10–10F, and MD–10–30F 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for certain McDonnell Douglas Model 

DC–10–10, DC–10–10F, DC–10–15, DC– 

10–30, DC–10–30F (KC–10A and KDC– 

10), DC–10–40, DC–10–40F, MD–10– 

10F, and MD–10–30F airplanes. That 

action (the first supplemental NPRM) 

would have superseded an existing AD 

that currently requires installing or 

replacing with improved parts, as 

applicable, the bonding straps between 

the metallic frame of the fillet and the 

wing leading edge ribs, on both the left 

and right sides of the airplane. The first 

supplemental NPRM proposed to add a 

requirement to reposition or replace two 

bonding straps for certain airplanes. 

This action resulted from fuel system 

reviews conducted by the manufacturer. 

This second supplemental NPRM would 

add, for certain airplanes, a bondingresistance check and an inspection to 

determine correct installation of certain 

bonding straps, and applicable 

corrective actions. We are proposing 

this second supplemental NPRM to 

reduce the potential of ignition sources 

inside fuel tanks in the event of a severe 

lightning strike, which, in combination 

with flammable fuel vapors, could result 

in fuel tank explosions and consequent 

loss of the airplane. 

DATES: We must receive comments on 

this supplemental NPRM by September 

28, 2009. 

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, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.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 or 425–227–1152. 

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: 

Samuel Lee, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; 

telephone (562) 627–5262; fax (562) 

627–5210. 

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–2007–0186; Directorate Identifier 

2007–NM–226–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 issued a notice of proposed 

rulemaking (NPRM) (the ‘‘first 

supplemental NPRM’’) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain McDonnell Douglas Model DC– 

10–10, DC–10–10F, DC–10–15, DC–10– 

30, DC–10–30F (KC–10A and KDC–10), 

DC–10–40, DC–10–40F, MD–10–10F, 

and MD–10–30F airplanes. The first 

supplemental NPRM was published in 

the Federal Register on November 26, 

2008 (73 FR 71957). 

The first supplemental NPRM would 

have superseded an existing AD that 

currently requires installing or replacing 

with improved parts, as applicable, the 

bonding straps between the metallic 

frame of the fillet and the wing leading 

edge ribs, on both the left and right 

sides of the airplane. The first 

supplemental NPRM proposed to add a 

requirement to reposition or replace two 

bonding straps for certain airplanes. 

Actions Since First Supplemental 

NPRM Was Issued 

Since we issued the first 

supplemental NPRM, Boeing has issued 

Service Bulletin DC10–53–109, Revision 

7, dated March 3, 2009; and Service 

Bulletin DC10–53–111, Revision 6, 

dated March 3, 2009. We cited Boeing 

Service Bulletin DC10–53–109, Revision 

6, dated July 10, 2008; and Boeing 

Service Bulletin DC10–53–111, Revision 

5, dated March 19, 2008; in the first 

supplemental NPRM. The newly revised 

service bulletins contain the same 

procedures as the earlier revisions along 

with the following changes: 

• Boeing Service Bulletin DC10–53– 

109, Revision 7, dated March 3, 2009, 

provides instructions to measure the 

electrical resistance of certain 

previously installed braided bonding 

straps and correct any failed resistance 

checks. The corrective action includes 

cleaning and installing the braided 

bonding strap assembly. 

• Boeing Service Bulletin DC10–53– 

111, Revision 6, dated March 3, 2009, 

incorporates comments from operators 

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45136 Federal Register / Vol. 74, No. 168 / Tuesday, September 1, 2009 / Proposed Rules 

to clarify service bulletin instructions, 

including instructions for Group 1–2 

airplanes, Configuration 2, to check the 

electrical resistance for bonding straps 

previously installed and correct any 

failed resistance checks. The corrective 

action includes cleaning and installing 

the braided bonding strap assembly. 

This service bulletin also includes an 

inspection to determine correct 

installation of braided bonding straps, 

and corrective action if necessary, for 

Group 1–2 airplanes, Configuration 2. 

The corrective action is repositioning 

braided bonding straps and replacing 

fasteners. 

We have also approved the revised 

service bulletins as alternative methods 

of compliance (AMOCs) for the 

requirements of AD 2006–16–03. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the sole commenter, FedEx Express 

(FedEx). 

Support for the NPRM 

FedEx applauds the FAA’s decision to 

include ‘‘AMOCs approved previously 

in accordance with AD 2006–16–03 

* * * as AMOCs for the corresponding 

provisions of this AD.’’ This statement 

allows FedEx to use its previously 

obtained AMOC, dated May 24, 2007, 

for compliance with the bulk of the 

proposed requirements, without the 

need for additional FAA approval. Any 

additional work required by the AD can 

be incorporated into FedEx’s existing 

modification program using the AD as 

approval. 

Request To Provide Additional 

Information 

FedEx requests that the section of the 

first supplemental NPRM titled 

‘‘Actions Since Original NPRM Was 

Issued’’ include the following statement: 

‘‘[Boeing] Service Bulletin DC10–53– 

109, Revision 5, now includes an action 

to reposition two bonding straps by 

using new bonding straps that are less 

susceptible to cracking.’’ FedEx notes 

that while this statement comes directly 

from the service bulletin section titled 

‘‘Reason for Revision,’’ an examination 

of the changes to Boeing Service 

Bulletin DC10–53–109, Revision 5, 

dated March 19, 2008, indicates that the 

straps in question, which were installed 

according to McDonnell Douglas DC–10 

Service Bulletin 53–109, Revision 4, 

dated October 7, 1992, are identical to 

the straps that replace them in Revision 

5, except the replacement straps are 2 

inches longer. Revision 6, dated July 10, 

2008, of this service bulletin corrects the 

previous statement in the ‘‘Reason’’ 

section as follows: ‘‘Revision 5 was sent 

to incorporate engineering released 

subsequent to Revision 4 of this service 

bulletin, which replaces an existing 

braided bonding strap (each side) with 

a new longer braided bonding strap that 

is less susceptible to chafing structure.’’ 

To avoid confusion, FedEx requests 

that we revise corresponding language 

in the AD to something similar to the 

following: ‘‘[Boeing] Service Bulletin 

DC10–53–109, Revision 5, now includes 

an action to remove and replace two 

bonding straps installed via Revision 4 

of the service bulletin with longer 

bonding straps.’’ 

We acknowledge FedEx’s concern that 

this language may be confusing. 

However, the section of the AD 

preamble referenced by the commenter 

does not appear in this second 

supplemental NPRM. In addition, as 

stated previously, this second 

supplemental NPRM refers to Revision 

7 of Boeing Service Bulletin DC10–53– 

109, dated March 3, 2009, which 

contains the correct information in 

regard to this issue. 

Request To Change ‘‘Reason for 

Revision’’ 

FedEx requests that we revise the 

reason for using Boeing Service Bulletin 

DC10–53–109, Revision 6, dated July 10, 

2008, in the first supplemental NPRM to 

read ‘‘Revision 6 of Service Bulletin 

DC10–53–109 provides a faster and 

easier method of replacing the two 

bonding straps that require replacement 

per Revision 5, and corrects some part 

number errors.’’ FedEx also suggests 

that we revise the reason for using 

Boeing Service Bulletin DC10–53–111, 

Revision 5, dated March 19, 2008, as 

noted in the first supplemental NPRM, 

to read ‘‘In addition to the effectivity 

correction, Revision 5 of Service 

Bulletin DC10–53–111 requires the 

repositioning of two braided bonding 

straps installed on certain aircraft 

configuration via Revision 4 and all 

configurations via Service Bulletin 

revisions released prior to Revision 4.’’ 

We acknowledge FedEx’s suggestions 

that the prior revisions of the service 

bulletins need to be clarified. However, 

the section of the AD preamble 

referenced by the commenter does not 

appear in this second supplemental 

NPRM. In addition, this second 

supplemental NPRM refers to Boeing 

Service Bulletin DC10–53–109, Revision 

7, dated March 3, 2009; and Boeing 

Service Bulletin DC10–53–111, Revision 

6, dated March 3, 2009; which contain 

the correct information in regard to this 

issue. 

Request To Revise Paragraph (h) of the 

First Supplemental NPRM 

FedEx requests that we revise 

paragraph (h) of the first supplemental 

NPRM to indicate that the action is to 

‘‘remove two braided bonding straps 

and install two longer braided bonding 

straps between the metallic frame of the 

fillet and the wing leading edge ribs’’ in 

lieu of ‘‘reposition two bonding straps.’’ 

We concur with FedEx, and the 

requested changes in paragraph (h) of 

the first supplemental NPRM are 

incorporated in the new reidentified 

paragraph (i)(1) of this second 

supplemental NPRM. 

In addition, FedEx believes that 

additional work is required for all 

airplanes previously modified in 

accordance with McDonnell Douglas 

DC–10 Service Bulletin 53–109, 

Revision 4, dated October 7, 1992. 

We agree with FedEx’s request to 

provide clarification. Airplanes that 

were modified in accordance with 

McDonnell Douglas DC–10 Service 

Bulletin 53–109, Revision 4, dated 

October 7, 1992, also require an 

electrical resistance measurement of 

previously installed braided bonding 

straps to be in compliance with the 

proposed requirements of this second 

supplemental NPRM. Revision 7 of 

McDonnell Douglas DC–10 Service 

Bulletin 53–109, dated March 3, 2009, 

clarifies the additional work required. 

We have revised paragraph (h) of the 

first supplemental NPRM (now 

paragraph (i) of this second 

supplmenetal NPRM) to specify the 

additional work required and that the 

additional work be accomplished in 

accordance with McDonnell Douglas 

DC–10 Service Bulletin 53–109, 

Revision 7, dated March 3, 2009. 

Request To Clarify Procedures in 

Service Bulletin DC10–53–111, Revision 

5 

FedEx notes the following issues in 

Boeing Service Bulletin DC10–53–111, 

Revision 5, dated March 19, 2008: 

• In Figure 3, the requirement to 

remove and install all strap brackets 

should be removed. Only require a 

conductivity check of the previously 

installed strap (with the exception of the 

single strap that will need to be 

relocated) with any additional rework 

based on the results of the conductivity 

check. Also include the strap to fillet 

seal and encapsulate with sealant all 

strap attach points. 

• The groups and configurations 

callouts should be revised to distinguish 

airplanes that did or did not receive 

metal bonding straps in production and 

distinguish those on which a previous 

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Federal Register / Vol. 74, No. 168 / Tuesday, September 1, 2009 / Proposed Rules 45137 

version of Boeing Service Bulletin 

DC10–53–111 was or was not done. 

• The fastener pattern in Figure 1 

should be corrected by removing the 

middle rivet of the three rivets indicated 

by ‘‘2’’ in the figure and the rivet to the 

left of those three rivets. This would 

leave the figure with six evenly spaced 

rivets on the edge of the stiffener that 

receives the installation. It also makes 

the figure match the work instruction. 

• The compliance section should be 

revised so that steps 6 through 13 of 

Figure 3 of Boeing Service Bulletin 

DC10–53–111, Revision 5, dated March 

19, 2008, must be done on all airplanes 

that have been modified per Figures 1 

or 2 of Boeing Service Bulletin DC10– 

53–111, Revision 4, dated September 21, 

2006. 

We infer that FedEx wants us to revise 

this second supplemental NPRM to 

provide the correct information. We 

agree. As stated previously, this second 

supplemental NPRM refers to Boeing 

Service Bulletin DC10–53–111, Revision 

6, dated March 3, 2009, which contains 

the correct information in regard to 

these issues. 

Request To Clarify Procedures in 

Service Bulletin DC10–53–109 

FedEx requests the following 

clarifications of configurations and 

electrical bonding requirements in 

Boeing Service Bulletin DC10–53–109, 

Revision 6, dated July 10, 2008: 

• Configuration 3 should apply only 

to airplanes previously accomplished 

per Boeing Service Bulletin DC10–53– 

109, Revision 5, dated March 19, 2008, 

instead of McDonnell Douglas DC–10 

Service Bulletin 53–109, Revision 4, 

dated October 7, 1992. 

• Configurations accomplished in 

accordance with McDonnell Douglas 

DC–10 Service Bulletin 53–109, 

Revision 1, dated August 14, 1981; 

McDonnell Douglas DC–10 Service 

Bulletin 53–109, Revision 2, dated 

October 28, 1983; McDonnell Douglas 

DC–10 Service Bulletin 53–109, 

Revision 3, dated November 14, 1986; 

and McDonnell Douglas DC–10 Service 

Bulletin 53–109, Revision 4, dated 

October 7, 1992; should each have their 

own specific configuration. 

All previous braided straps are 

removed and reinstalled using proper 

electrical bonding procedures. 

• All references to actions taken for 

Configuration 3 airplanes should refer to 

removing braided bonding straps and 

installing new, longer braided bonding 

straps. 

We concur with FedEx’s comments 

that the proper electrical bonding 

procedures and/or clarifications be 

provided in the associated Boeing 

service bulletins. As stated previously, 

this second supplemental NPRM now 

refers to Boeing Service Bulletin DC10– 

53–109, Revision 7, dated March 3, 

2009, which contains instructions for 

conductivity checks for all previously 

installed braided bonding straps, as 

requested by FedEx. In addition, we 

note that Configuration 3 applies only to 

aircraft previously modified per 

McDonnell Douglas DC–10 Service 

Bulletin 53–109, Revision 4, dated 

October 7, 1992, of this service bulletin, 

not Boeing Service Bulletin DC10–53– 

109, Revision 5, dated March 19, 2008, 

as FedEx commented. 

Explanation of Additional Paragraph in 

the Supplemental NPRM 

We have added a new paragraph (d) 

to this supplemental NPRM to provide 

the Air Transport Association (ATA) of 

America code. This code is added to 

make this supplemental NPRM parallel 

with other new AD actions. We have 

reidentified subsequent paragraphs 

accordingly. 

FAA’s Determination and Proposed 

Requirements of the Supplemental 

NPRM 

We are proposing this second 

supplemental NPRM because we 

evaluated all pertinent information and 

determined an unsafe condition exists 

and is likely to exist or develop on other 

products of the same type design. 

Certain changes described above expand 

the scope of the first supplemental 

NPRM. As a result, we have determined 

that it is necessary to reopen the 

comment period to provide additional 

opportunity for the public to comment 

on this second supplemental NPRM. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 280 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. 

ESTIMATED COSTS

Work hours Average labor 

rate per hour Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

2–17 ............ $80 Up to $4,169 ................................ Up to $5,529 ................................ 281 Up to $1,553,649. 

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. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

45138 Federal Register / Vol. 74, No. 168 / Tuesday, September 1, 2009 / Proposed Rules 

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 

removing amendment 39–14703 (71 FR 

43962, August 3, 2006) and adding the 

following new AD: 

McDonnell Douglas: Docket No. FAA–2007– 

0186; Directorate Identifier 2007–NM– 

226–AD. 

Comments Due Date 

(a) We must receive comments by 

September 28, 2009. 

Affected ADs 

(b) This AD supersedes AD 2006–16–03. 

Applicability 

(c) This AD applies to McDonnell Douglas 

Model DC–10–10, DC–10–10F, DC–10–15, 

DC–10–30, DC–10–30F (KC–10A and KDC– 

10), DC–10–40, and DC–10–40F airplanes, 

and MD–10–10F and MD–10–30F airplanes 

that have been converted from Model DC–10 

series airplanes; certificated in any category; 

with manufacturer’s fuselage numbers as 

identified in the applicable service bulletin 

listed in Table 1 of this AD. 

TABLE 1—APPLICABILITY

Boeing Service 

Bulletin— Revision— Dated— For airplanes with— 

DC10–53–109 .......................................... 7 March 3, 2009 ......................................... Extended wing-to-fuselage fillets. 

DC10–53–111 .......................................... 6 March 3, 2009 ......................................... Conventional wing-to-fuselage fillets. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to reduce the potential of 

ignition sources inside fuel tanks in the event 

of a severe lightning strike, which, in 

combination with flammable fuel vapors, 

could result in fuel tank explosions and 

consequent loss 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 2006– 

16–03 With New Service Information 

Installation or Replacement 

(g) For airplanes with manufacturer’s 

fuselage numbers identified in the applicable 

service bulletin listed in Table 2 of this AD: 

Within 7,500 flight hours or 60 months after 

September 7, 2006 (the effective date of AD 

2006–16–03), whichever occurs earlier: 

Install or replace with improved parts, as 

applicable, the bonding straps between the 

metallic frame of the fillet and the wing 

leading edge ribs, on both the left and right 

sides of the airplane, in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin identified in Table 

2 of this AD or Table 1 of this AD. After the 

effective date of this AD, use the applicable 

service bulletin identified in Table 1 of this 

AD. 

TABLE 2—FUSELAGE NUMBERS AFFECTED BY AD 2006–16–03 

McDonnell Douglas DC-10 Service Bulletin— Revision— Dated— For airplanes with— 

53-109 ...................................................... 4 October 7, 1992 ...................................... Extended wing-to-fuselage fillets. 

53–111 ..................................................... 3 August 24, 1992 ...................................... Conventional wing-to-fuselage fillets. 

New Requirements of This AD 

Installation or Replacement 

(h) For airplanes with fuselage numbers 

not identified in Table 2 of this AD except 

for airplanes identified in paragraph (i) or (j) 

of this AD: Within 7,500 flight hours or 60 

months, whichever occurs first after the 

effective date of this AD, install or replace 

with improved parts, as applicable, the 

bonding straps between the metallic frame of 

the fillet and the wing leading edge ribs, on 

both the left and right sides of the airplane, 

and reposition two bonding straps. Do the 

actions in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin identified in Table 

1 of this AD. 

Strap Repositioning for Certain Airplanes 

(i) For Group 1–4, Configuration 3 

airplanes, as identified in Boeing Service 

Bulletin DC10–53–109, Revision 7, dated 

March 3, 2009: Within 7,500 flight hours or 

60 months after the effective date of this AD, 

whichever occurs first, do the actions 

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

AD. 

(1) Remove two braided bonding straps and 

install two longer braided bonding straps 

between the metallic frame of the fillet and 

the wing leading edge ribs, in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin DC10–53–109, 

Revision 7, dated March 3, 2009. 

(2) Measure the resistance of the previously 

installed bonding straps and, before further 

flight, do all applicable corrective actions in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 

DC10–53–109, Revision 7, dated March 3, 

2009. 

Inspection and Corrective Action for Certain 

Airplanes 

(j) For Group 1–2, Configuration 2 

airplanes, as identified in Boeing Service 

Bulletin DC10–53–111, Revision 6, dated 

March 3, 2009: Within 7,500 flight hours or 

60 months after the effective date of this AD, 

whichever occurs first, do the actions 

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

AD. 

(1) Do a general visual inspection to verify 

correct installation of the braided bonding 

strap, and, before further flight, do all 

applicable corrective actions, in accordance 

with Accomplishment Instructions of Boeing 

Service Bulletin DC10–53–111, Revision 6, 

dated March 3, 2009. 

(2) Measure the resistance of the previously 

installed bonding straps and, before further 

flight, do all applicable corrective actions, in 

accordance with Accomplishment 

Instructions of Boeing Service Bulletin 

DC10–53–111, Revision 6, dated March 3, 

2009. 

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Federal Register / Vol. 74, No. 168 / Tuesday, September 1, 2009 / Proposed Rules 45139 

Credit for Actions Accomplished In 

Accordance With Previous Service 

Information 

(k) Actions accomplished before the 

effective date of this AD according to Boeing 

Service Bulletin DC10–53–111, Revision 5, 

dated March 19, 2008; and Boeing Service 

Bulletin DC10–53–109, Revision 6, dated July 

10, 2008; are considered acceptable for 

compliance with the corresponding action 

specified in this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Los Angeles 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: 

Samuel Lee, Aerospace Engineer, Propulsion 

Branch, ANM–140L, FAA, Los Angeles 

Aircraft Certification Office, 3960 Paramount 

Boulevard, Lakewood, California 90712– 

4137; telephone (562) 627–5262; fax (562) 

627–5210. 

(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) AMOCs approved previously in 

accordance with AD 2006–16–03 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Issued in Renton, Washington, on August 

17, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–20994 Filed 8–31–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0763; Directorate 

Identifier 2007–NM–301–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.28 Mark 0070 and 0100 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), 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: 

Excessive wear and tear of the backlash 

remover mechanism has been found several 

times on Goodrich Part Number (P/N) 23400– 

3B and P/N 23400–7 elevator booster control 

units (BCU), while corrosion has been found 

on some components in other BCU. The wear 

and tear may result in a (partly) blocked 

operation of the elevator system in the 

normal (hydraulic) mode, while any 

corrosion may result in deteriorated elevator 

control when the BCU is in MANUAL mode. 

* * * * * 

The unsafe condition is wear and tear, 

and corrosion of the backlash remover 

mechanism, which can cause a (partly) 

blocked operation of the elevator system 

in the normal (hydraulic) mode and 

deteriorated elevator control when the 

BCU is in MANUAL mode, which could 

result in loss of control of the airplane. 

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 October 16, 2009. 

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 

W12–40, 1200 New Jersey Avenue, SE., 

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

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 231, 2150 AE Nieuw-Vennep, 

the Netherlands; telephone +31 (0)252– 

627–350; fax +31 (0)252–627–211; email technicalservices.fokkerservices@

stork.com; Internet http:// 

www.myfokkerfleet.com. 

For Goodrich service information 

identified in this proposed AD, contact 

Goodrich Corporation, Landing Gear, 

1400 South Service Road, West Oakville 

L6L5Y7, Ontario, Canada; telephone 

905–825–1568; e-mail 

jean.breed@goodrich.com; Internet 

http://www.goodrich.com/TechPubs. 

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 or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office 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 Operations 

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: 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: 

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–2009–0763; Directorate Identifier 

2007–NM–301–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 based on those comments. 

We have lengthened the 30-day 

comment period for proposed ADs that 

address MCAI originated by aviation 

authorities of other countries to provide 

adequate time for interested parties to 

submit comments. The comment period 

for these proposed ADs is now typically 

45 days, which is consistent with the 

comment period for domestic transport 

ADs. 

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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2009–0032, 

dated February 17, 2009 (referred to 

after this as ‘‘the MCAI’’), to correct an 

mstockstill on DSKH9S0YB1PROD with PROPOSALS