Federal Register / Vol. 76, No. 13 / Thursday, January 20, 2011 / Proposed Rules 3561 

the sensitive unclassified non-safeguards 

information (including proprietary 

information) and safeguards information 

referenced in the applicable generic DCD for 

the period that this appendix may be 

referenced, as specified in Section VII of this 

appendix. 

* * * * * 

4.a. The applicant for the amendment to 

the U.S. ABWR design to address the 

requirements in 10 CFR 50.150, ‘‘Aircraft 

impact assessment,’’ shall maintain a copy of 

the aircraft impact assessment performed to 

comply with the requirements of 10 CFR 

50.150(a) for the term of the certification 

(including any period of renewal). 

b. An applicant or licensee who references 

this appendix to include both the GE DCD 

and the STPNOC DCD shall maintain a copy 

of the aircraft impact assessment performed 

to comply with the requirements of 10 CFR 

50.150(a) throughout the pendency of the 

application and for the term of the license 

(including any period of renewal). 

Dated at Rockville, Maryland this 11th day 

of January 2011. 

For the Nuclear Regulatory Commission. 

Annette L. Vietti-Cook, 

Secretary of the Commission. 

[FR Doc. 2011–993 Filed 1–19–11; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0027; Directorate 

Identifier 2010–NM–127–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200 and –300 

Series Airplanes Equipped with RollsRoyce RB211 Trent 800 Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Model 777–200 and –300 series 

airplanes. This proposed AD would 

require repetitive inspections of all 

thrust reverser (T/R) structure and 

sealant for degradation, and related 

investigative and corrective actions if 

necessary. This proposed AD results 

from reports of thrust reverser events 

related to thermal damage of the thrust 

reverser inner wall. We are proposing 

this AD to detect and correct a degraded 

T/R inner wall panel, which could lead 

to failure of a T/R and adjacent 

components and their consequent 

separation from the airplane, which 

could result in a rejected takeoff (RTO) 

and cause asymmetric thrust and 

consequent loss of control of the 

airplane during reverse thrust operation. 

If a T/R inner wall overheats, separated 

components could cause structural 

damage to the airplane, damage to other 

airplanes, or possible injury to people 

on the ground. 

DATES: We must receive comments on 

this proposed AD by March 7, 2011. 

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, 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. 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. 

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: 

Margaret Langsted, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6500; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–0027; Directorate Identifier 

2010–NM–127–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 have received reports of eleven 

events related to thermal damage of the 

thrust reverser (T/R) inner wall on Rolls 

Royce RB211 Trent 800 engines. The 

events have included air turnbacks, inflight shutdowns, T/R inner wall panel 

sections and parts being separated from 

the airplane, collapse of the T/R inner 

wall panel, and engine fire loop fault 

messages. No hull loss or personal 

injury has occurred from these events. 

Boeing issued Alert Service Bulletin 

777–78A0059, dated February 24, 2005; 

and Alert Service Bulletin 777–78–0060, 

dated February 24, 2005; to provide 

instructions for inspecting the T/R inner 

wall panel structure and sealing the 

insulation blankets to prevent hot 

under-cowl air from contact with the T/ 

R inner wall panel. Since those service 

bulletins were released, there have been 

seven events on thrust reversers, four T/ 

Rs on which those service bulletins had 

not been fully accomplished, and three 

on which those service bulletins had 

been fully accomplished. A separated T/ 

R piece could result in a rejected takeoff 

and cause asymmetric thrust and 

consequent loss of control of the 

airplane during reverse thrust operation. 

If a thrust reverser inner wall overheats, 

separated components could cause 

structural damage to the airplane, 

damage to other airplanes, or injury to 

people on the ground. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 777–78A0065, Revision 

2, dated May 6, 2010. This service 

bulletin describes procedures for doing 

actions specified in Work Packages 1 

through 6 (as necessary) of the 


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3562 Federal Register / Vol. 76, No. 13 / Thursday, January 20, 2011 / Proposed Rules 

Accomplishment Instructions. This 

service bulletin states that operators 

may choose between doing Work 

Package 2 (doing a full non-destructive 

test (NDT)), or Work Package 6 (doing a 

limited NDT with more restrictive 

repetitive intervals). 

Work Package 1 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for 

reviewing the airplane maintenance 

records to determine whether sealant 

was added; repetitive detailed 

inspections of all thrust reverser (T/R) 

inner wall insulation blanket edges, 

grommet holes, penetrations, and seams 

for sealant that is cracked, has gaps, is 

loose, or is missing; repetitive general 

visual inspections of click bond studs, 

blanket studs, and temporary fasteners; 

replacement of sealant if necessary; and 

related investigative and corrective 

actions if necessary. The related 

investigative actions include: 

• Measuring the distance between the 

overlapped blanket face sheets adjacent 

to the damaged or missing sealant, or 

measuring the distance between the 

inner wall and the insulation blanket 

adjacent to the damaged or missing 

sealant 

• Doing an NDT and general visual 

inspection for thermal degradation of 

the exposed T/R inner wall panel area 

within 12 inches of cracks, gaps, or 

loose or missing sealant 

• Doing an NDT of an uncovered 

compression pad if it is within 12 

inches of the crack, gap, loose, or 

missing sealant 

• Doing a general visual inspection 

for areas of thermal degradation 

• Doing an NDT of the T/R inner wall 

panel where the fitting was installed 

• Doing a detailed inspection of the 

T/R panel wall inner bolt holes for 

elongation 

• Doing a general visual inspection 

and NDT inspection for thermal 

degradation of the inner wall panel area 

where a damaged click bond stud, 

blanket stud, and temporary fastener is 

loose, damaged, or missing 

• Doing an NDT (eddy current 

conductivity test) of the number 1 

upper, or numbers 1 and 2 lower, 

compression pad fittings if they are 

exposed by blanket removal and within 

12 inches of the loose, damaged, or 

missing click bond studs, blanket studs, 

or temporary fasteners 

• Doing a Barcol hardness test of the 

area of thermal degradation 

• Doing a general visual inspection of 

bushings for migration or looseness 

The corrective actions include: 

• Replacing damaged or missing 

sealant 

• Repairing or replacing T/R inner 

wall panel areas 

• Contacting Boeing for repair 

instructions and doing the repair 

• Installing compression pad fittings 

• Installing replacement click bonds, 

blanket studs, or temporary fasteners 

• Installing the removed replacement 

blankets and fittings 

• Removing the bushing and 

repairing the inner wall panel bolt hole 

Work Package 2 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for either a 

repetitive full inner wall panel NDT of 

each T/R half and repetitive general 

visual inspections for areas of thermal 

degradation, or a partial inner wall 

panel NDT, and related investigative 

and corrective actions. The related 

investigative actions include an NDT of 

the area of different color, and a Barcol 

hardness inspection of the inner wall 

panel for areas of thermal degradation. 

The corrective actions are repairing or 

replacing unsatisfactory T/R inner wall 

panel areas, installing insulation 

blankets, and contacting Boeing for 

repair instructions and doing the repair. 

This service bulletin states that Work 

Package 6 may be done as an alternative 

to Work Package 2, provided that the 

shorter interval for the repetitive 

inspections specified in Work Package 6 

are followed. 

Work Package 3 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for repetitive 

detailed inspections of the powered 

door opening system (PDOS) lug 

bushings on the upper number 1 

compression pad fittings for hole 

elongation, deformation, and contact 

with the PDOS actuator, and related 

investigative and corrective actions. 

Related investigative actions include a 

detailed inspection of the PDOS lug. 

Corrective actions include replacing 

unserviceable upper number 1 

compression pad fittings and replacing 

unserviceable bushings with serviceable 

parts, and installing PDOS actuator rods 

and sealant. 

Work Package 4 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for repetitive 

NDTs of the number 1 upper and 

numbers 1 and 2 lower compression pad 

fittings, and related investigative and 

corrective actions. The related 

investigative actions include doing an 

NDT of the T/R inner wall panel, a 

general visual inspection for areas of 

thermal degradation, a detailed 

inspection of the T/R inner wall panel 

bolt holes for elongation, a Barcol 

hardness test of the area, and a general 

visual inspection of the bushing for 

migration or looseness. Corrective 

actions include repairing the T/R inner 

wall panel with a serviceable panel, 

installing removed installation blankets, 

installing serviceable compression pad 

fittings, contacting Boeing for repair 

instructions and doing the repair, 

replacing the T/R inner wall panel with 

a new or serviceable T/R inner wall 

panel, and removing bushings and 

repairing the inner wall panel bolt hole. 

Work Package 5 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for repetitive 

general visual inspections of the 

perforated side of the T/R wall aft of the 

intermediate pressure compressor 8th 

stage (IP8) duct and high pressure 

compressor 3rd stage (HP3) bleed port 

exits for a color that is different from 

that of the general area, and related 

investigative and corrective actions. The 

related investigative action is an NDT 

inspection of discolored areas for 

delamination and disbonding on the 

perforated side of the inner wall. The 

corrective actions are contacting Boeing 

for repair instructions and doing the 

repair. 

Work Package 6 

Boeing Alert Service Bulletin 777– 

78A0065, Revision 2, dated May 6, 

2010, describes procedures for a limited 

area NDT inspection of the inner wall 

panel of each T/R half for delaminating 

and disbonding, a general visual 

inspection for areas of thermal 

degradation, and related investigative 

and corrective actions. Related 

investigative actions include a Barcol 

hardness test of the area. Corrective 

actions include repairing or replacing 

the T/R inner wall panel with a new or 

serviceable one. Work Package 6 may be 

done as an option to Work Package 2 

provided that the shorter repeat 

inspection intervals specified in Work 

Package 2 are followed. 

Compliance Times 

The compliance times for Work 

Package 1 are as follows. The 

compliance time for the initial 

inspections and replacement of sealant 

(if necessary) is within 1,500 flight 

hours after the date on the original issue 

of the service bulletin. The interval for 

the repetitive inspections is 1,500 flight 

hours. 


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Federal Register / Vol. 76, No. 13 / Thursday, January 20, 2011 / Proposed Rules 3563 

The compliance times for doing the 

initial and repetitive NDT inspections 

on the T/R wall depend on which work 

packages are done—either the full NDT 

option (Work Packages 2 and 5) or 

limited NDT option (Work Packages 5 

and 6). For the initial full NDT and 

limited NDT options, the compliance 

time is between 600 and 2,000 flight 

cycles, depending on the number of 

total airplane flight cycles and whether 

a previous inspection has been 

conducted. The interval for the 

repetitive inspections for the full NDT is 

2,000 flight cycles. The interval for the 

repetitive inspections for the limited 

NDT is 700 flight cycles. 

The compliance times for Work 

Package 3 are as follows. The 

compliance time for the detailed 

inspection of the PDOS lug bushings on 

the upper number 1 compression pad 

fittings ranges from within 600 to 1,700 

flight cycles after the date on the 

original issue of the service bulletin. 

The interval for the repetitive 

inspections is 2,000 flight cycles. 

The compliance times for Work 

Package 4 are as follows. The 

compliance time for the initial NDT 

inspection of the number 1 upper, and 

number 1 and 2 lower, compression pad 

fittings are within 2,000 flight cycles 

after the date on the original issue of 

this service bulletin. The interval for the 

repetitive inspections is 2,000 flight 

cycles. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and Service 

Information.’’ 

Differences Between the Proposed AD 

and Service Information 

Although Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, 

dated May 6, 2010, specifies that 

operators may contact the manufacturer 

for disposition of certain repair 

conditions, this proposed AD would 

require operators to repair those 

conditions using a method approved by 

the FAA. 

Interim Action 

We consider this proposed AD 

interim action. The manufacturer is 

currently developing a modification that 

will address the unsafe condition 

identified in this AD. Once this 

modification is developed, approved, 

and available, we might consider 

additional rulemaking. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 54 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. 

TABLE—ESTIMATED COSTS

Action Work hours Average labor 

rate per hour 

Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Records check ..................................................................... 1 $85 $85 54 $4,590 

Inspections ........................................................................... 73 85 6,205 54 335,070 

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. 

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 adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–0027; Directorate Identifier 2010– 

NM–127–AD. 

Comments Due Date 

(a) We must receive comments by March 7, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 777–200 and -300 series 

airplanes, certificated in any category, 

equipped with Rolls-Royce RB211 Trent 800 


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3564 Federal Register / Vol. 76, No. 13 / Thursday, January 20, 2011 / Proposed Rules 

engines; as identified in Boeing Alert Service 

Bulletin 777–78A0065, Revision 2, dated 

May 6, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

Unsafe Condition 

(e) This AD results from reports of thrust 

reverser events related to thermal damage of 

the thrust reverser (T/R) inner wall. The 

Federal Aviation Administration is issuing 

this AD to detect and correct a degraded T/ 

R inner wall panel, which could lead to 

failure of a T/R and adjacent components and 

their consequent separation from the 

airplane, which could result in a rejected 

takeoff (RTO) and cause asymmetric thrust 

and consequent loss of control of the airplane 

during reverse thrust operation. If a T/R inner 

wall overheats, separated components could 

cause structural damage to the airplane, 

damage to other airplanes, or possible injury 

to people on the ground. 

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. 

Records Review, Inspections, and Related 

Investigative and Corrective Actions 

(g) Except as required by paragraphs (h), 

(i), (j), and (k) of this AD, at the applicable 

times in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010 (‘‘this service 

bulletin’’), review the airplane maintenance 

records to determine whether sealant was 

added, do the actions specified in paragraphs 

(g)(1), (g)(2), (g)(3), (g)(4), and (g)(5) of this 

AD, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of this service bulletin, except as 

required by paragraph (l) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

Repeat the inspections required by 

paragraphs (g)(1), (g)(2), (g)(3), (g)(4), and 

(g)(5) of this AD thereafter at the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of the service bulletin. 

(1) Do a detailed inspection of all T/R inner 

wall insulation blanket edges, grommet 

holes, penetrations, and seams for sealant 

that is cracked, has gaps, is loose, or is 

missing; do a general visual inspection of 

click bond studs, blanket studs, and 

temporary fasteners; and replace sealant as 

applicable; in accordance with Work Package 

1 of the Accomplishment Instructions of this 

service bulletin. 

(2) Do the actions required by paragraph 

(g)(2)(i) or (g)(2)(ii) of this AD. 

(i) Do a full inner wall panel nondestructive test (NDT) for delamination and 

disbonding of each T/R half, and do a general 

visual inspection for areas of thermal 

degradation, in accordance with Work 

Package 2 of the Accomplishment 

Instructions of this service bulletin. 

(ii) Do a limited area NDT of the inner wall 

panel of each T/R half for delamination and 

disbonding, and do a general visual 

inspection for areas of thermal degradation, 

in accordance with Work Package 6 of the 

Accomplishment Instructions of this service 

bulletin. 

(3) Do a general visual inspection of the T/ 

R perforated wall aft of the intermediate 

pressure compressor 8th stage (IP8) and the 

high pressure compressor 3rd stage (HP3) 

bleed port exits for a color that is different 

from that of the general area, in accordance 

with Work Package 5 of the Accomplishment 

Instructions of this service bulletin. 

(4) Do a detailed inspection of the powered 

door opening system (PDOS) lug bushings on 

the upper number 1 compression pad fittings 

for hole elongation, deformation, and contact 

with the PDOS actuator, in accordance with 

Work Package 3 of the Accomplishment 

Instructions of this service bulletin. 

(5) Do an NDT of the number 1 upper and 

numbers 1 and 2 lower compression pad 

fittings, in accordance with Work Package 4 

of the Accomplishment Instructions of this 

service bulletin. 

Exceptions to the Service Bulletin 

(h) Where Boeing Alert Service Bulletin 

777–78A0065, Revision 2, dated May 6, 2010, 

specifies a compliance time after the date on 

the original issue of that service bulletin, this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(i) Where paragraph 1.E., ‘‘Compliance,’’ in 

Boeing Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, specifies a 

compliance time of ‘‘2,000 flight cycles after 

the date of the operator’s own inspections,’’ 

for doing Work Packages 2 and 5, or Work 

Packages 2 and 6, this AD requires 

compliance within 2,000 flight cycles after 

the date of the operator’s own inspections or 

within 12 months after the effective date of 

this AD, whichever occurs later. 

(j) Where the Condition columns in Table 

2 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, refer to ‘‘All 

airplanes, each T/R half’’ that has or has not 

‘‘been inspected before the date on this 

service bulletin,’’ this AD applies to all 

airplanes, each T/R half that has or has not 

been inspected before the effective date of 

this AD. 

(k) Where the Condition columns in the 

Tables of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 777–78A0065, 

Revision 2, dated May 6, 2010, refer to total 

flight cycles, this AD applies to the airplanes 

with the specified total flight cycles as of the 

effective date of this AD. 

(l) Where Boeing Alert Service Bulletin 

777–78A0065, Revision 2, dated May 6, 2010, 

specifies to contact Boeing for appropriate 

action: Before further flight, repair in 

accordance with a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA. 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. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(m) Actions done before the effective date 

of this AD in accordance with Boeing Alert 

Service Bulletin 777–78A0065, dated June 

23, 2008; or Revision 1, dated January 29, 

2009; are acceptable for compliance with the 

corresponding requirements of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle 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: 

Margaret Langsted, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6500; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@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. 

Issued in Renton, Washington, on January 

12, 2011. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–1121 Filed 1–19–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0042; Directorate 

Identifier 2009–NM–010–AD] 

RIN 2120–AA64 

Airworthiness Directives; Saab AB, 

Saab Aerosystems Model SAAB 340A 

(SAAB/SF340A) and SAAB 340B 

Airplanes Modified in Accordance With 

Supplemental Type Certificate (STC) 

ST00224WI–D, ST00146WI–D, or 

SA984GL–D 

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 Saab AB, Saab Aerosystems 

Model SAAB 340A (SAAB/SF340A) and 

SAAB 340B airplanes. The first 

supplemental NPRM would have 

required inspecting the fuselage surface 

for corrosion and cracking behind the 

external adapter plate of the antennae 

installation, and repair if necessary. The 

first supplemental NPRM resulted from 

a report of a crack found behind the 

external adapter plate of the antennae 

during inspection. Similar cracking was 

found on two additional airplanes, and 


emcdonald on DSK2BSOYB1PROD with PROPOSALS