This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

9273 

Vol. 72, No. 40 

Thursday, March 1, 2007 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. NM371; Notice No. 25–07–07– 

SC] 

Special Conditions: Dassault Aviation 

Model Falcon 7X Airplane; Sudden 

Engine Stoppage, Operation Without 

Normal Electrical Power, and Dive 

Speed Definition With Speed 

Protection System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Dassault Aviation 

Model Falcon 7X airplane. This airplane 

will have novel or unusual design 

features when compared to the state of 

technology envisioned in the 

airworthiness standards for transport 

category airplanes. These design 

features include engine size and torque 

load, which affect sudden engine 

stoppage; electrical and electronic 

systems which perform critical 

functions, which affect operation 

without normal electrical power; and 

dive speed definition with speed 

protection system. These proposed 

special conditions pertain to their 

effects on the structural performance of 

the airplane. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for these design features. These 

proposed special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

DATES: We must receive your comments 

by March 21, 2007. 

ADDRESSES: You must mail two copies 

of your comments to: Federal Aviation 

Administration, Transport Airplane 

Directorate, Attention: Rules Docket 

(ANM–113), Docket No. NM371, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356. You may deliver two 

copies to the Transport Airplane 

Directorate at the above address. You 

must mark your comments: Docket No. 

NM371. You can inspect comments in 

the Rules Docket weekdays, except 

Federal holidays, between 7:30 a.m. and 

4 p.m. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, FAA, International Branch, 

ANM–116, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone (425) 227–1503; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to 

participate in this rulemaking by 

submitting written comments, data, or 

views. The most helpful comments 

reference a specific portion of the 

special conditions, explain the reason 

for any recommended change, and 

include supporting data. We ask that 

you send us two copies of written 

comments. 

We will file in the docket all 

comments we receive as well as a report 

summarizing each substantive public 

contact with FAA personnel concerning 

these proposed special conditions. You 

can inspect the docket before and after 

the comment closing date. If you wish 

to review the docket in person, go to the 

address in the ADDRESSES section of this 

notice between 7:30 a.m. and 4 p.m., 

Monday through Friday, except Federal 

holidays. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late, if it is possible to do so 

without incurring expense or delay. We 

may change the proposed special 

conditions in light of the comments we 

receive. 

If you want the FAA to acknowledge 

receipt of your comments on this 

proposal, include with your comments 

a pre-addressed, stamped postcard on 

which the docket number appears. We 

will stamp the date on the postcard and 

mail it back to you. 

Background 

On June 4, 2002, Dassault Aviation, 9 

rond Point des Champs Elysees, 75008, 

Paris, France, applied for an FAA type 

certificate for its new Model Falcon 7X 

airplane. The Dassault Model Falcon 7X 

airplane is a 19 passenger transport 

category airplane powered by three aft 

mounted Pratt & Whitney PW307A high 

bypass ratio turbofan engines. 

Maximum takeoff weight will be 63,700 

pounds, and maximum certified altitude 

will be 51,000 feet with a range of 5,700 

nautical miles. The airplane is operated 

using a fly-by-wire (FBW) primary flight 

control system. This will be the first 

application of a FBW primary flight 

control system in a private/corporate 

use airplane. 

The Dassault Aviation Model Falcon 

7X design incorporates equipment that 

was not envisioned when part 25 was 

created. This equipment affects the 

sudden engine stoppage, operation 

without normal electrical power, and 

dive speed definition with speed 

protection system. Therefore, special 

conditions are required that provide the 

level of safety equivalent to that 

established by the regulations. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Dassault Aviation must show that the 

Model Falcon 7X airplane meets the 

applicable provisions of 14 CFR part 25, 

as amended by Amendments 25–1 

through 25–108. 

If the Administrator finds that the 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for the Model Falcon 

7X airplane because of novel or unusual 

design features, special conditions are 

prescribed under the provisions of 

§ 21.16. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Dassault Model Falcon 

7X airplane must comply with the fuel 

vent and exhaust emission requirements 

of 14 CFR part 34 and the noise 

certification requirements of 14 CFR 

part 36. In addition, the FAA must issue 

a finding of regulatory adequacy under 

section 611 of Public Law 93–574, the 

‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in § 11.19, under § 11.38, and 

they become part of the type 

certification basis under § 21.17(a)(2). 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 


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9274 Federal Register / Vol. 72, No. 40 / Thursday, March 1, 2007 / Proposed Rules 

incorporates the same novel or unusual 

design feature, the special conditions 

would also apply to the other model 

under § 21.101. 

Novel or Unusual Design Features 

The Dassault Aviation Model Falcon 

7X airplane will incorporate the 

following novel or unusual design 

features: 

• Sudden engine stoppage. 

• Operation without normal electrical 

power. 

• Dive speed definition with speed 

protection system. 

Because of these rapid improvements in 

airplane technology, the applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for these design features. These 

proposed special conditions address 

equipment which may affect the 

airplane’s structural performance, either 

directly or as a result of failure or 

malfunction. These proposed special 

conditions are identical or nearly 

identical to those previously required 

for type certification of other airplane 

models. Additional special conditions 

will be issued for other novel or unusual 

design features of the Dassault Model 

Falcon 7X airplane. Those additional 

special conditions will pertain to the 

following topics: 

• Side stick controllers; 

• Electronic flight control system: 

lateral-directional and longitudinal 

stability, low energy awareness. 

• Electronic flight control system: 

flight control surface position 

awareness, and 

• Electronic flight control system: 

flight characteristics compliance via the 

handling qualities rating method 

(HQRM); 

• Flight envelope protection: general 

limiting requirements, 

• Flight envelope protection: high 

incidence protection function, 

• Flight envelope protection: normal 

load factor (g) limiting, 

• Flight envelope protection: pitch, 

roll, and high speed limiting functions. 

Final special conditions have been 

issued for the Model Falcon 7X with the 

novel or unusual design feature 

pertaining to Pilot Compartment ViewHydrophobic Coatings in Lieu of 

Windshield Wipers (January 10, 2007; 

72 FR 1135). Special conditions have 

been proposed for the Model Falcon 7X 

with the novel or unusual design 

features pertaining to Interaction of 

Systems and Structures, Limit Pilot 

Forces, and High Intensity Radiated 

Fields (HIRF) (October 18, 2006; 71 FR 

61427). 

Discussion 

Because of these rapid improvements 

in airplane technology, the applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for these design features. Therefore, in 

addition to the requirements of part 25, 

subparts C and D, the following special 

conditions apply. 

Proposed Special Conditions for Sudden 

Engine Stoppage 

The Dassault Model Falcon 7X will 

have high-bypass ratio turbofan engines. 

Engines of this size were not envisioned 

when § 25.361, pertaining to loads 

imposed by engine seizure, was adopted 

in 1965. Worst case engine seizure 

events become increasingly more severe 

with increasing engine size because of 

the higher inertia of the rotating 

components. 

Section 25.361(b)(1) requires that for 

turbine engine installations, the engine 

mounts and the supporting structures 

must be designed to withstand a ‘‘limit 

engine torque load imposed by sudden 

engine stoppage due to malfunction or 

structural failure.’’ Limit loads are 

expected to occur about once in the 

lifetime of any airplane. Section 25.305 

requires that supporting structures be 

able to support limit loads without 

detrimental permanent deformation, 

meaning that supporting structures 

should remain serviceable after a limit 

load event. 

Since adoption of § 25.361(b)(1), the 

size, configuration, and failure modes of 

jet engines have changed considerably. 

Current engines are much larger and are 

designed with large bypass fans. In the 

event of a structural failure, these 

engines are capable of producing much 

higher transient loads on the engine 

mounts and supporting structures. 

As a result, modern high bypass 

engines are subject to certain rare-butsevere engine seizure events. Service 

history shows that such events occur far 

less frequently than limit load events. 

Although it is important for the airplane 

to be able to support such rare loads 

safely without failure, it is unrealistic to 

expect that no permanent deformation 

will occur. 

Given this situation, Aviation 

Rulemaking Advisory Committee 

(ARAC) has proposed a design standard 

for today’s large engines. For the 

commonly-occurring deceleration 

events, the proposed standard would 

require engine mounts and structures to 

support maximum torques without 

detrimental permanent deformation. For 

the rare-but-severe engine seizure events 

such as loss of any fan, compressor, or 

turbine blade, the proposed standard 

would require engine mounts and 

structures to support maximum torques 

without failure, but allows for some 

deformation in the structure. 

The FAA concludes that modern large 

engines, including those on the Model 

Falcon 7X, are novel and unusual 

compared to those envisioned when 

§ 25.361(b)(1) was adopted and thus 

warrant a special condition. The 

proposed special condition contains 

design criteria recommended by ARAC. 

The ARAC proposal would revise the 

wording of § 25.361(b), including 

§§ 25.361(b)(1) and (b)(2), removing 

language pertaining to structural failures 

and moving it to a separate requirement 

that discusses the reduced factors of 

safety that apply to these failures. 

Proposed Special Conditions for 

Operation Without Normal Electrical 

Power 

The Dassault Aviation Model Falcon 

7X airplane will have electrical and 

electronic systems which perform 

critical functions. The Model Falcon 7X 

airplane is a fly-by-wire control system 

that requires a continuous source of 

electrical power for the flight control 

system to remain operable, since the 

loss of all electrical power may be 

catastrophic to the airplane. The 

airworthiness standards of part 25 do 

not contain adequate or appropriate 

standards for the protection of the 

Electronic Flight Control System from 

the adverse effects of operations without 

normal electrical power. 

Section 25.1351(d), ‘‘Operation 

without normal electrical power,’’

requires safe operation in visual flight 

rule (VFR) conditions for at least five 

minutes with inoperative normal power. 

This rule was structured around a 

traditional design utilizing mechanical 

control cables for flight control surfaces 

and the pilot controls. Such traditional 

designs enable the flightcrew to 

maintain control of the airplane, while 

providing time to sort out the electrical 

failure, re-start the engines if necessary, 

and re-establish some of the electrical 

power generation capability. 

The Dassault Aviation Model Falcon 

7X airplane, however, will utilize an 

Electronic Flight Control System for the 

pitch and yaw control (elevator, 

stabilizer, and rudder). There is no 

mechanical linkage between the pilot 

controls and these flight control 

surfaces. Pilot control inputs are 

converted to electrical signals, which 

are processed and then transmitted via 

wires to the control surface actuators. At 

the control surface actuators, the 

electrical signals are converted to an 

actuator command, which moves the 

control surface. 


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Federal Register / Vol. 72, No. 40 / Thursday, March 1, 2007 / Proposed Rules 9275 

To maintain the same level of safety 

as that associated with traditional 

designs, the Dassault Model 7X 

airplanes with electronic flight controls 

must not be time limited in its 

operation, including being without the 

normal source of electrical power 

generated by the engine or the Auxiliary 

Power Unit (APU) generated electrical 

power. 

Service experience has shown that the 

loss of all electrical power generated by 

the airplane’s engine generators or APU 

is not extremely improbable. Thus, it 

must be demonstrated that the airplane 

can continue safe flight and landing—

including steering and braking on 

ground for airplanes using steer/brakeby-wire—after total loss of normal 

electrical power with the use of its 

emergency electrical power systems. 

These emergency electrical power 

systems must be able to power loads 

that are essential for continued safe 

flight and landing. 

Proposed Special Conditions for Dive 

Speed Definition With Speed Protection 

System 

Dassault Aviation proposes to reduce 

the speed margin between VC and VD

required by § 25.335(b), based on the 

incorporation of a high speed protection 

system in the Model Falcon 7X flight 

control laws. The Falcon 7X is equipped 

with a high speed protection system 

which limits nose down pilot authority 

at speeds above VC /MC and prevents 

the airplane from actually performing 

the maneuver required under 

§ 25.335(b)(1). 

Section 25.335(b)(1) is an analytical 

envelope condition which was 

originally adopted in Part 4b of the Civil 

Air Regulations to provide an acceptable 

speed margin between design cruise 

speed and design dive speed. Freedom 

from flutter and airframe design loads is 

affected by the design dive speed. While 

the initial condition for the upset 

specified in the rule is 1g level flight, 

protection is afforded for other 

inadvertent overspeed conditions as 

well. Section 25.335(b)(1) is intended as 

a conservative enveloping condition for 

all potential overspeed conditions, 

including non-symmetric ones. 

To establish that all potential 

overspeed conditions are enveloped, the 

applicant would demonstrate that the 

dive speed will not be exceeded during 

pilot-induced or gust-induced upsets in 

non-symmetric attitudes. 

In addition, the high speed protection 

system in the Falcon 7X must have a 

high level of reliability. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Aviation Model Falcon 7X airplane. 

Should Dassault Aviation apply at a 

later date for a change to the type 

certificate to include another model 

incorporating the same novel or unusual 

design features, these special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features of the 

Dassault Aviation Model Falcon 7X 

airplane. It is not a rule of general 

applicability, and it affects only the 

applicant which applied to the FAA for 

approval of these features on the 

airplane. 

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 Proposed 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 the Dassault 

Aviation Model Falcon 7X airplane. 

1. Sudden Engine Stoppage 

In lieu of the requirements of 

§ 25.361(b) the following special 

condition applies: 

(a) For turbine engine installations, 

the engine mounts, pylons and adjacent 

supporting airframe structure must be 

designed to withstand 1g level flight 

loads acting simultaneously with the 

maximum limit torque loads imposed 

by each of the following: 

(1) Sudden engine deceleration due to 

a malfunction which could result in a 

temporary loss of power or thrust; and 

(2) The maximum acceleration of the 

engine. 

(b) For auxiliary power unit 

installations, the power unit mounts 

and adjacent supporting airframe 

structure must be designed to withstand 

1g level flight loads acting 

simultaneously with the maximum limit 

torque loads imposed by each of the 

following: 

(1) Sudden auxiliary power unit 

deceleration due to malfunction or 

structural failure; and 

(2) The maximum acceleration of the 

power unit. 

(c) For engine supporting structures, 

an ultimate loading condition must be 

considered that combines 1g flight loads 

with the transient dynamic loads 

resulting from: 

(1) The loss of any fan, compressor, or 

turbine blade; and separately 

(2) where applicable to a specific 

engine design, any other engine 

structural failure that results in higher 

loads. 

(d) The ultimate loads developed from 

the conditions specified in paragraphs 

(c)(1) and (2) above are to be multiplied 

by a factor of 1.0 when applied to 

engine mounts and pylons and 

multiplied by a factor of 1.25 when 

applied to adjacent supporting airframe 

structure. In addition, the airplane must 

be capable of continued safe flight 

considering the aerodynamic effects on 

controllability due to any permanent 

deformation that results from the 

conditions specified in paragraph (c), 

above. 

2. Operation Without Normal Electrical 

Power 

In lieu of the requirements of 14 CFR 

25.1351(d), the following special 

condition applies: 

It must be demonstrated by test or 

combination of test and analysis that the 

airplane can continue safe flight and 

landing with inoperative normal engine 

and APU generator electrical power (i.e., 

electrical power sources, excluding the 

battery and any other standby electrical 

sources). The airplane operation should 

be considered at the critical phase of 

flight and include the ability to restart 

the engines and maintain flight for the 

maximum diversion time capability 

being certified. 

3. Dive Speed Definition With Speed 

Protection System 

In lieu of the requirements of 

§ 25.335(b)(1)—if the flight control 

system includes functions which act 

automatically to initiate recovery before 

the end of the 20 second period 

specified in § 25.335(b)(1)—the 

following special condition applies. 

The greater of the speeds resulting 

from the conditions of paragraphs (a) 

and (b), below, must be used. 

(a) From an initial condition of 

stabilized flight at VC/MC, the airplane 

is upset so as to take up a new flight 

path 7.5 degrees below the initial path. 

Control application, up to full authority, 

is made to try and maintain this new 

flight path. Twenty seconds after 

initiating the upset, manual recovery is 

made at a load factor of 1.5 g (0.5 

acceleration increment) or such greater 

load factor that is automatically applied 

by the system with the pilot’s pitch 

control neutral. The speed increase 

occurring in this maneuver may be 


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9276 Federal Register / Vol. 72, No. 40 / Thursday, March 1, 2007 / Proposed Rules 

calculated, if reliable or conservative 

aerodynamic data is used. Power, as 

specified in § 25.175(b)(1)(iv), is 

assumed until recovery is made, at 

which time power reduction and the use 

of pilot controlled drag devices may be 

used. 

(b) From a speed below VC/MC with 

power to maintain stabilized level flight 

at this speed, the airplane is upset so as 

to accelerate through VC/MC at a flight 

path 15 degrees below the initial path—

or at the steepest nose down attitude 

that the system will permit with full 

control authority if less than 15 degrees. 

Note: The pilot’s controls may be in the 

neutral position after reaching VC/MC and 

before recovery is initiated. 

(c) Recovery may be initiated three 

seconds after operation of high speed 

warning system by application of a load 

of 1.5g (0.5 acceleration increment) or 

such greater load factor that is 

automatically applied by the system 

with the pilot’s pitch control neutral. 

Power may be reduced simultaneously. 

All other means of decelerating the 

airplane, the use of which is authorized 

up to the highest speed reached in the 

maneuver, may be used. The interval 

between successive pilot actions must 

not be less than one second. 

(d) The applicant must also 

demonstrate that the design dive speed, 

established above, will not be exceeded 

during pilot-induced or gust-induced 

upsets in non-symmetric attitudes. 

(e) The occurrence of any failure 

condition that would reduce the 

capability of the overspeed protection 

system must be improbable (less than 

10–5 per flight hour). 

Issued in Renton, Washington, on February 

23, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–3582 Filed 2–28–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–23072; Directorate 

Identifier 2005–NE–38–AD] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney JT9D–7R4 Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) for Pratt & Whitney (PW) 

JT9D–7R4 turbofan engines. That AD 

currently requires inspection of the 

blade root thickness of 1st stage fan 

blades identified by part number (P/N) 

and serial number (SN) in the AD. This 

proposed AD would require the same 

actions but would correct 12 P/Ns, add 

10 part SNs, and add the definition of 

next fan blade exposure to the 

compliance section. This proposed AD 

results from the discovery of inaccurate 

part quantity, part numbers, and serial 

numbers used in AD 2005–26–09. We 

are proposing this AD to prevent 1st 

stage fan blade fracture and uncontained 

engine failure, resulting in possible 

damage to the airplane. 

DATES: We must receive any comments 

on this proposed AD by April 30, 2007. 

ADDRESSES: Use one of the following 

addresses to comment on this proposed 

AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

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

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Donovan, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803–5299; telephone (781) 238–7743, 

fax (781) 238–7199. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments 

regarding this proposal. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2005–23072; Directorate Identifier 

2005–NE–38–AD’’ in the subject line of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments received by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of the DMS 

Web site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78) or you may visit http:// 

dms.dot.gov. 

Examining the AD Docket 

You may examine the docket that 

contains the proposal, any comments 

received and any final disposition in 

person at the Docket Management 

Facility between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The Docket Office (telephone 

(800) 647–5227) is located on the plaza 

level of the Department of 

Transportation Nassif Building at the 

street address stated in ADDRESSES. 

Comments will be available in the AD 

docket shortly after the DMS receives 

them. 

Discussion 

On December 16, 2005, the FAA 

issued AD 2005–26–09, Amendment 

39–14430 (70 FR 76381, December 27, 

2005). That AD requires inspection of 

the blade root thickness of 1st stage fan 

blades identified by P/N and SN. That 

AD was the result of a report of a repair 

station that created an unapproved 

repair on 1st stage fan blades. That 

condition, if not corrected, could result 

in 1st stage fan blade fracture and 

uncontained engine failure, resulting in 

possible damage to the airplane. 

Actions Since AD 2005–26–09 Was 

Issued 

Since AD 2005–26–09 was issued, we 

received comments on the AD 

requesting clarification. We considered 

those requests and have changed the 

compliance section in this proposed AD 

for clarification. We also found and 

corrected 12 incorrect P/Ns, and added 

10 part SNs of affected 1st stage fan 

blades to Table 1 of this proposed AD. 

The comments and affected P/Ns and 

SNs are also discussed below. 


rmajette on PROD1PC67 with PROPOSALS