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change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, these 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon publication in 

the Federal Register. The FAA is 

requesting comments to allow interested 

persons to submit views that may not 

have been submitted in response to the 

prior opportunities for comment 

described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

■ The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for Dassault Aviation Model 

Falcon 5X airplanes. 

In lieu of compliance to § 25.349(a), 

the following conditions, speeds, and 

cockpit roll-control motions (except as 

the motions may be limited by pilot 

effort) must be considered in 

combination with an airplane load 

factor of zero, and of two-thirds of the 

positive maneuvering factor used in 

design. In determining the resulting 

control-surface deflections, the torsional 

flexibility of the wing must be 

considered in accordance with 

§ 25.301(b). 

1. Conditions corresponding to steady 

rolling velocities must be investigated. 

In addition, conditions corresponding to 

maximum angular acceleration must be 

investigated for airplanes with engines 

or other weight concentrations outboard 

of the fuselage. For the angular 

acceleration conditions, zero rolling 

velocity may be assumed in the absence 

of a rational time-history investigation 

of the maneuver. 

2. At VA, sudden movement of the 

cockpit roll control up to the limit is 

assumed. The position of the cockpit 

roll control must be maintained until a 

steady roll rate is achieved, and then 

must be returned suddenly to the 

neutral position. 

3. At VC, the cockpit roll control must 

be moved suddenly and maintained so 

as to achieve a roll rate not less than 

that obtained in special condition 2, 

above. 

4. At VD, the cockpit roll control must 

be moved suddenly and maintained so 

as to achieve a roll rate not less than 

one-third of that obtained in special 

condition 2, above. 

Issued in Renton, Washington, on February 

4, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–03212 Filed 2–16–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0249; Directorate 

Identifier 2014–NM–174–AD; Amendment 

39–18393; AD 2016–03–06] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2012–18– 

05 for The Boeing Company Model DC– 

9–10, DC–9–20, DC–9–30, DC–9–40, and 

DC–9–50 series airplanes; and Model 

DC–9–81 (MD–81), DC–9–82 (MD–82), 

DC–9–83 (MD–83), DC–9–87 (MD–87), 

MD–88, and MD–90–30 airplanes; 

equipped with a center wing fuel tank 

and Boeing original equipment 

manufacturer-installed auxiliary fuel 

tanks. AD 2012–18–05 required adding 

design features to detect electrical faults 

and to detect a pump running in an 

empty fuel tank. Since we issued AD 

2012–18–05, we have determined that it 

is necessary to clarify the actions for 

airplanes on which the auxiliary fuel 

tanks are removed. This new AD allows 

certain actions as optional methods of 

compliance. This AD was prompted by 

our determination that it is necessary to 

clarify the actions for airplanes on 

which the auxiliary fuel tanks are 

removed. We are issuing this AD to 

reduce the potential of ignition sources 

inside fuel tanks, which, in combination 

with flammable fuel vapors, could result 

in fuel tank explosions and consequent 

loss of the airplane. 

DATES: This AD is effective March 23, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 23, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Data & Services Management, 

3855 Lakewood Boulevard, MC D800– 

0019, Long Beach, CA 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0249. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0249; 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 (phone: 800–647–5527) is 

Docket 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: Se ́rj 

Harutunian, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 

562–627–5254; fax: 562–627–5210; 

email: serj.harutunian@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 


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part 39 to supersede AD 2012–18–05, 

Amendment 39–17181 (77 FR 54793, 

September 6, 2012). AD 2012–18–05 

applied to The Boeing Company Model 

DC–9–10, DC–9–20, DC–9–30, DC–9–40, 

and DC–9–50 series airplanes; and 

Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), DC–9–87 

(MD–87), MD–88, and MD–90–30 

airplanes; equipped with a center wing 

fuel tank and Boeing original equipment 

manufacturer-installed auxiliary fuel 

tanks. The NPRM published in the 

Federal Register on March 26, 2015 (80 

FR 15947). The NPRM was prompted by 

our determination that it is necessary to 

clarify the actions for airplanes on 

which the auxiliary fuel tanks are 

removed. The NPRM proposed to allow 

certain actions as optional methods of 

compliance. We are issuing this AD to 

correct the unsafe condition on these 

products. 

Explanation of Revised Service 

Information 

The NPRM (80 FR 15947, March 26, 

2015) specified Boeing Service Bulletin 

MD80–28–228, dated September 27, 

2013; and Boeing Service Bulletin 

MD90–28–013, dated September 27, 

2013; as the appropriate sources of 

service information for the required 

actions. Since the NPRM was published, 

both service bulletins have been revised 

and this AD now specifies Boeing 

Service Bulletin MD80–28–228, 

Revision 1, dated August 27, 2015; and 

Boeing Service Bulletin MD90–28–013, 

Revision 1, dated August 27, 2015, as 

the source of appropriate service 

information for the required actions. 

Boeing Service Bulletin MD80–28–228, 

Revision 1, dated August 27, 2015; and 

Boeing Service Bulletin MD90–28–013, 

Revision 1, dated August 27, 2015; both 

clarify the required actions and require 

enlarging holes and identifying a 

bracket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (80 FR 15947, 

March 26, 2015) and the FAA’s response 

to each comment. 

Support for the Comment 

Delta Air Lines supported the 

comments made by Boeing, which are 

discussed in the following paragraphs. 

Request To Revise the Applicability 

Boeing requested that we revise 

paragraph (c) of the proposed AD (80 FR 

15947, March 26, 2015). Boeing 

explained that the proposed AD should 

apply to the airplanes identified in 

paragraphs (c)(6) through (c)(8) of the 

proposed AD if they are equipped with 

center wing fuel tanks, and to airplanes 

identified in paragraphs (c)(1) through 

(c)(8) of the proposed AD if they are 

equipped with original equipment 

manufacturer-installed auxiliary fuel 

tanks. Boeing reasoned that DC–9 center 

wing fuel tanks are not affected by the 

proposed AD, and that the ‘‘fuel system 

reviews conducted by the 

manufacturer’’ (i.e., Boeing’s SFAR 88 

system safety assessments (SSA)) cited 

in paragraph (e) of the proposed AD 

concluded that center wing fuel tanks 

on Model DC–9 airplanes identified as 

paragraphs (c)(1) through (c)(5) of the 

proposed AD do not require the 

corrective actions cited in the NPRM. 

For airplanes with a CWT identified in 

paragraphs (c)(1) through (c)(5) of the 

proposed AD, the existing design 

features offer adequate protection 

relative to a pump running in an empty 

fuel tank and new design features added 

to the center tank fuel boost pump 

container address types of electrical 

faults cited in the NPRM. 

Boeing expressed that the FAA had 

previously concurred with the related 

Boeing SSA findings and approved 

Boeing Service Bulletin DC9–28–216, 

dated March 18, 2008, mandated by 

FAA AD 2009–03–03, Amendment 39– 

15804 (74 FR 8150, February 24, 2009), 

as corrective action for the electrical arc 

burn-through. 

We agree to revise the applicability of 

this AD for the reasons stated by the 

commenter. We have revised paragraph 

(c) of this AD accordingly. 

Request To Clarify Certain Optional 

Requirements 

Boeing requested that we revise 

paragraph (h)(1)(i) of the proposed AD 

(80 FR 15947, March 26, 2015) by 

adding the phrase, ‘‘and change fuel 

pump system wiring’’ after ‘‘install 

ground fault interrupter (GFI) relays.’’ 

Boeing reasoned that in addition to 

providing procedures for installing GFI 

relays, Boeing Service Bulletin MD80– 

28–228, dated September 27, 2013, also 

incorporates wiring changes to 

accommodate the GFI’s operation and 

revises low pressure indication system 

wiring for center wing and auxiliary fuel 

tank fuel pumps. The low pressure 

indication system wiring changes are 

required to address the potential of fuel 

pumps running for prolonged periods in 

empty tanks. 

Boeing also requested that we revise 

paragraph (h)(2) of the proposed AD (80 

FR 15947, March 26, 2015) by removing 

the phrase, ‘‘install brackets and mod 

block rails, and’’ and adding the phrase, 

‘‘and change fuel pump system wiring.’’ 

Boeing reasoned that while Boeing 

Service Bulletin MD90–28–013, dated 

September 27, 2013, does specify 

installation of brackets and rails, as does 

Boeing Service Bulletin MD80–28–228, 

dated September 27, 2013, the primary 

changes that will address the unsafe 

condition are the GFI relay and wiring 

changes defined in Boeing Service 

Bulletin MD90–28–013, dated 

September 27, 2013. Boeing expressed 

that the brackets and rails can be 

omitted from the text of the NPRM, as 

they are referenced in the service 

information. Also, in addition to 

providing procedures for installing GFI 

relays, Boeing Service Bulletin MD90– 

28–013, dated September 27, 2013, also 

incorporates wiring changes to 

accommodate the GFI’s operation and 

revises low pressure indication system 

wiring for center wing and auxiliary fuel 

tank fuel pumps. Boeing stated that the 

low pressure indication system wiring 

changes are required to address the 

potential of fuel pumps running for 

prolonged periods in empty tanks. 

For the reasons stated by the 

commenter, we agree to revise 

paragraphs (h)(1)(i) and (h)(2) of this AD 

by incorporating the requested changes. 

As stated earlier, since the NPRM was 

published, both service bulletins have 

been revised and this AD now specifies 

Boeing Service Bulletin MD80–28–228, 

Revision 1, dated August 27, 2015; and 

Boeing Service Bulletin MD90–28–013, 

Revision 1, dated August 27, 2015, as 

the appropriate sources of service 

information for the required actions. 

Request To Revise to the Latest Service 

Information 

Delta requested that we revise 

paragraph (h)(3) of the proposed AD (80 

FR 15947, March 26, 2015) to include 

the latest service information. Delta 

noted that the proposed AD would 

require the incorporation of ‘‘Critical 

Design Configuration Control 

Limitations (CDCCLs), Airworthiness 

Limitations Instructions (ALIs), and 

short-term extensions specified in 

Appendixes B, C, and D of Boeing 

Special Compliance Item Report MDC– 

92K9145, Revision M’’ into the 

maintenance and inspection program. 

Delta noted, however, that the 

referenced report has been revised to 

Revision N, dated June 13, 2014, and it 

recommends that the restriction to 

Revision M be removed from the final 

rule. 

For the reasons stated by the 

commenter, we have revised this AD to 

refer to the latest service information. 


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Request for Credit for Previously 

Accomplished Installations 

Delta requested that we revise 

paragraph (k) of the proposed AD (80 FR 

15947, March 26, 2015) to permit credit 

for previously accomplished 

installations for paragraph (h)(1)(i) or 

(h)(2) of the proposed AD. Delta 

reasoned that paragraph (h)(1)(i) of the 

proposed AD provides for the 

installation of GFI relays on Model MD– 

80 series airplanes (Model DC–9–81 

(MD–81), DC–9–82 (MD–82), DC–9–83 

(MD–83), DC–9–87 (MD–87), and Model 

MD–88 airplanes) using the procedures 

in Boeing Service Bulletin MD80–28– 

228, dated September 27, 2013. And 

similarly, paragraph (h)(2) of the 

proposed AD provides for the 

installation of GFI relays on MD–90–30 

airplanes in accordance with Boeing 

Service Bulletin MD9028–013, dated 

September 27, 2013. Delta explained 

that it has completed installation of GFI 

relays using the procedures in these two 

service bulletins on a portion of its fleet, 

and noted that there is no practical way 

to re-accomplish such modifications 

after the effective date of the final rule. 

For the reasons given by the 

commenter, and the addition of the 

latest service information, we have 

provided credit for the applicable 

actions specified in paragraph (k) of this 

AD. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously. 

We have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (80 FR 

15947, March 26, 2015) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (80 FR 15947, 

March 26, 2015). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Service Bulletin 

MD80–28–228, Revision 1, dated 

August 27, 2015; and Boeing Service 

Bulletin MD90–28–013, Revision 1, 

dated August 27, 2015. The service 

information describes procedures for 

installing GFI relays that change fuel 

pump system wiring, installing a low 

fuel pressure indication system, and 

enlarging holes and identifying a 

bracket. 

We have also reviewed Boeing 

Twinjet Special Compliance Item Report 

MDC–92K9145, Revision N, dated June 

13, 2014, including Appendices A 

through D. This service information 

details special compliance items (SCIs), 

critical design configuration control 

limitations (CDCCLs), airworthiness 

limitation instructions (ALIs), shortterm extensions, and associated 

compliance intervals. 

Boeing Service Bulletin MD80–28– 

228, Revision 1, dated August 27, 2015, 

specifies prior or concurrent 

accomplishment of the following service 

information. 

• McDonnell Douglas MD–80 Service 

Bulletin 28–53, Revision 1, dated April 

16, 1992, which describes procedures 

for installing a low fuel pressure 

indication system. 

• McDonnell Douglas MD–80 Service 

Bulletin 28–63, Revision 2, dated April 

8, 1992, which describes procedures for 

installing a low fuel pressure indication 

inhibit system. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 809 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Installing design features for airplanes with center wing and 

auxiliary tanks (263 airplanes), using a method approved 

by the FAA [retained actions from AD 2012–18–05, 

Amendment 39–17181 (77 FR 54793, September 6, 

2012)].

50 work-hours × $85 per hour 

= $4,250.

$35,000 $39,250 $10,322,750 

Installing design features for airplanes with center wing tank 

(546 airplanes), using a method approved by the FAA [retained actions from AD 2012–1805, Amendment 39– 

17181 (77 FR 54793, September 6, 2012)].

35 work-hours × $85 per hour 

= $2,975.

17,000 19,975 10,906,350 

ESTIMATED COSTS—NEW OPTIONAL ACTIONS FOR INSTALLING DESIGN FEATURES

Action Labor cost Parts cost Cost per 

product 

For airplanes with center wing and auxiliary tanks, using service information specified in paragraph (h) of this AD (including revising the 

maintenance/inspection program).

250 work-hours × $85 per hour = 

$21,250.

$69,000 $90,250 

For airplanes with center wing tank, using service information specified 

in paragraph (h) of this AD (including revising the maintenance/inspection program).

110 work-hours × $85 = 9,350 ........ 30,000 39,350 

Installing the supplemental type certificate (STC) specified in paragraph 

(i) of this AD.

35 work-hours × $85 per hour = 

$2,975.

17,000 19,975 

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. 


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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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 

removing Airworthiness Directive (AD) 

2012–18–05, Amendment 39–17181 (77 

FR 54793, September 6, 2012, and 

adding the following new AD: 

2016–03–06 The Boeing Company: 

Amendment 39–18393; Docket No. 

FAA–2015–0249; Directorate Identifier 

2014–NM–174–AD. 

(a) Effective Date 

This AD is effective March 23, 2016. 

(b) Affected ADs 

This AD replaces AD 2012–18–05, 

Amendment 39–17181 (77 FR 54793, 

September 6, 2012). 

(c) Applicability 

This AD applies to The Boeing Company 

airplanes, certificated in any category, that 

are identified in paragraphs (c)(6) through 

(c)(8) of this AD and equipped with center 

wing fuel tanks; and those identified in 

paragraphs (c)(1) through (c)(8) of this AD 

that are equipped with Boeing original 

equipment manufacturer-installed auxiliary 

fuel tanks. For airplanes on which the 

auxiliary fuel tanks are removed, the actions 

specified for the auxiliary fuel tanks are not 

required. 

(1) Model DC–9–11, DC–9–12, DC–9–13, 

DC–9–14, DC–9–15, and DC–9–15F airplanes. 

(2) Model DC–9–21 airplanes. 

(3) Model DC–9–31, DC–9–32, DC–9–32 

(VC–9C), DC–9–32F, DC–9–33F, DC–9–34, 

DC 9 34F, and DC 9 32F (C–9A, C 9B) 

airplanes. 

(4) Model DC–9–41 airplanes. 

(5) Model DC–9–51 airplanes. 

(6) Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), and DC–9–87 

(MD–87) airplanes. 

(7) Model MD–88 airplanes. 

(8) Model MD–90–30 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 28, Fuel. 

(e) Unsafe Condition 

This AD was prompted by fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to reduce the potential of 

ignition sources inside fuel tanks, which, in 

combination with flammable fuel vapors, 

could result in fuel tank explosions and 

consequent loss of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Criteria for Operation, With 

New Compliance Time 

This paragraph restates the actions 

required by paragraph (g) of AD 2012–18–05, 

Amendment 39–17181 (77 FR 54793, 

September 6, 2012), with a new compliance 

time. Except as provided by paragraphs (h) 

and (i) of this AD: As of 42 months after the 

effective date of this AD, no person may 

operate any airplane affected by this AD 

unless an amended type certificate or 

supplemental type certificate that 

incorporates the design features and 

requirements described in paragraphs (g)(1) 

and (g)(2) of this AD has been approved by 

the Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, and those 

design features are installed on the airplane. 

(1) Each electrically powered fuel pump 

installed in the center wing tank or auxiliary 

fuel tank must have a protective device 

installed to detect electrical faults that can 

cause arcing and burn through the fuel pump 

housing. The same device must shut off the 

pump by automatically removing electrical 

power from the pump when such faults are 

detected. When a fuel pump is shut off as the 

result of detection of an electrical fault, the 

device must stay latched off until the fault is 

cleared through maintenance action and 

verified that the pump and the electrical 

power feed are safe for operation. 

(2) Additional design features must be 

installed to detect when any center wing tank 

or auxiliary fuel tank pump is running in an 

empty fuel tank. The prospective pump 

shutoff system must shut off each pump no 

later than 60 seconds after the fuel tank is 

emptied. The pump shutoff system design 

must preclude undetected running of a fuel 

pump in an empty tank, after the pump was 

commanded off manually or automatically. 

(h) New Optional Methods of Compliance 

For Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), DC–9–87 (MD– 

87), and Model MD–88 airplanes; and Model 

MD–90–30 airplanes: In lieu of doing the 

requirements of paragraph (g) of this AD, do 

the applicable actions specified in 

paragraphs (h)(1), (h)(2), and (h)(3) of this 

AD. 

(1) For Model DC–9–81 (MD–81), DC–9–82 

(MD–82), DC–9–83 (MD–83), DC–9–87 (MD– 

87), and Model MD–88 airplanes: Do the 

applicable actions specified in paragraphs 

(h)(1)(i), (h)(1)(ii), and (h)(1)(iii) of this AD. 

(i) For all airplanes identified in paragraph 

(h)(1) of this AD: Within the compliance time 

specified in paragraph (g) of this AD, install 

ground fault interrupter (GFI) relays and 

change fuel pump system wiring, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 

MD80–28–228, Revision 1, dated August 27, 

2015. 

(ii) For airplanes identified in McDonnell 

Douglas MD–80 Service Bulletin 28–53, 

Revision 1, dated April 16, 1992: Prior to or 

concurrently with accomplishing the action 

specified in paragraph (h)(1)(i) of this AD, 

install a low fuel pressure indication system, 

in accordance with the Accomplishment 

Instructions of McDonnell Douglas MD–80 

Service Bulletin 28–53, Revision 1, dated 

April 16, 1992. 

(iii) For airplanes identified in McDonnell 

Douglas MD–80 Service Bulletin 28–63, 

Revision 2, dated April 8, 1992: Prior to or 

concurrently with accomplishing the action 

specified in paragraph (h)(1)(i) of this AD, 

install a low fuel pressure indication 

inhibition system, in accordance with the 

Accomplishment Instructions of McDonnell 

Douglas MD–80 Service Bulletin 28–63, 

Revision 2, dated April 8, 1992. 

(2) For Model MD–90–30 airplanes: Within 

the compliance time specified in paragraph 

(g) of this AD, install GFI relays and change 

fuel pump system wiring, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin MD90–28–013, Revision 1, 

dated August 27, 2015. 

(3) For all airplanes: Within 30 days after 

accomplishing the actions required by 

paragraph (h)(1) or (h)(2) of this AD or within 

30 days after the effective date of this AD, 

whichever occurs later, revise the 

maintenance or inspection program, as 


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applicable, to incorporate the Critical Design 

Configuration Control Limitations (CDCCLs), 

Airworthiness Limitation Instructions (ALIs), 

and Short-Term Extensions specified in 

Appendices B, C, and D of Boeing Twinjet 

Special Compliance Item Report MDC– 

92K9145, Revision N, dated June 13, 2014. 

The initial compliance time for 

accomplishing the actions specified in the 

ALIs is at the later of the times in paragraphs 

(h)(3)(i) and (h)(3)(ii) of this AD. Doing the 

revision of the maintenance or inspection 

program, as applicable, required by this 

paragraph terminates the requirements in 

paragraphs (g) and (h) of AD 2008–11–15, 

Amendment 3915538 (73 FR 30746, May 29, 

2008). 

(i) At the applicable time specified in 

Appendix C of Boeing Twinjet Special 

Compliance Item Report MDC–92K9145, 

Revision N, dated June 13, 2014, except as 

provided by Appendix D of Boeing Twinjet 

Special Compliance Item Report MDC– 

92K9145, Revision N, dated June 13, 2014. 

(ii) Within 30 days after accomplishing the 

actions required by paragraph (h)(1) or (h)(2) 

of this AD, or within 30 days after the 

effective date of this AD, whichever occurs 

later. 

(i) New Optional Universal Fault Interrupter 

(UFI) Installation 

In lieu of doing the requirements of 

paragraph (g) of this AD, within the 

compliance time specified in paragraph (g) of 

this AD install a TDG Aerospace Inc. UFI 

using a method approved in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

Note 1 to paragraph (i) of this AD: TDG 

Aerospace STC ST02502LA (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

4d132827a425d7de86257cd3004dfc02/

$FILE/ST02502LA.pdf) provides additional 

guidance for installing the TDG UFI. 

(j) No Alternative Actions, Intervals, and 

CDCCLs 

After the maintenance or inspection 

program, as applicable, has been revised as 

required by paragraph (h)(3) of this AD, no 

alternative actions (e.g., inspections), 

intervals, or CDCCLs may be used unless the 

actions, intervals, or CDCCLs are approved as 

an alternative method of compliance (AMOC) 

in accordance with the procedures specified 

in paragraph (l) of this AD. 

(k) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions specified in paragraphs (h)(1)(ii) and 

(h)(1)(iii) of this AD, if those actions were 

performed before the effective date of this AD 

using any of the service information specified 

in paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, which are not incorporated by 

reference in this AD. 

(i) McDonnell Douglas MD–80 Service 

Bulletin 28–53, dated April 8, 1991. 

(ii) McDonnell Douglas MD–80 Service 

Bulletin 28–63, dated, June 14, 1991. 

(iii) McDonnell Douglas MD–80 Service 

Bulletin 28–63, Revision 1, dated July 19, 

1991. 

(2) This paragraph provides credit for the 

actions specified in paragraphs (h)(1)(i) and 

(h)(2) of this AD, if those actions were 

performed before the effective date of this AD 

using Boeing Service Bulletin MD80–28–228, 

dated September 27, 2013; or Boeing Service 

Bulletin MD90–28–013, dated September 27, 

2013, which are not incorporated by 

reference in this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(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. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (m)(1) of this AD. Information may 

be emailed to: 9-ANM-LAACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane and the 

approval must specifically refer to this AD. 

(4) AMOCs approved for AD 2012–18–05, 

Amendment 39–17181 (77 FR 54793, 

September 6, 2012), are approved as AMOCs 

for the corresponding provisions of this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Se ́rj Harutunian, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, Los 

Angeles ACO, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5254; fax: 562–627–5210; email: 

serj.harutunian@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (n)(3) and (n)(4) of this AD. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Service Bulletin MD80–28–228, 

Revision 1, dated August 27, 2015. 

(ii) Boeing Service Bulletin MD90–28–013, 

Revision 1, dated August 27, 2015. 

(iii) Boeing Twinjet Special Compliance 

Item Report MDC–92K9145, Revision N, 

dated June 13, 2014, including Appendices A 

through D. 

(iv) McDonnell Douglas MD–80 Service 

Bulletin 28–53, Revision 1, dated April 16, 

1992. 

(v) McDonnell Douglas MD–80 Service 

Bulletin 28–63, Revision 2, dated April 8, 

1992. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, 3855 Lakewood 

Boulevard, MC D800–0019, Long Beach, CA 

90846–0001; telephone 206–544–5000, 

extension 2; fax 206–766–5683; Internet 

https://www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on January 

25, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–02232 Filed 2–16–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2015–3361; Airspace 

Docket No. 15–AEA–4] 

RIN 2120–AA66 

Amendment of Air Traffic Service 

(ATS) Routes; Northeast United States 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies jet routes 

J–6, J–97, and J–222, and VOR Federal 

airways V–196, and V–489, in the 

northeastern United States due to the 

planned decommissioning of the 

Plattsburgh, NY, VORTAC facility. 

These route changes enhance the safety 

and management of airspace within the 

National Airspace System. 

DATES: Effective date 0901 UTC, March 

31, 2016. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

ADDRESSES: FAA Order 7400.9Z, 

Airspace Designations and Reporting 


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