23572 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

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. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2010–09–12 McDonnell Douglas 

Corporation: Amendment 39–16277. 

Docket No. FAA–2010–0032; Directorate 

Identifier 2009–NM–213–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective June 8, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to McDonnell Douglas 

Corporation Model DC–10–10, DC–10–10F, 

DC–10–15, DC–10–30, DC–10–30F (KC–10A 

and KDC–10), DC–10–40, DC–10–40F, MD– 

10–10F, MD–10–30F, MD–11, and MD–11F 

airplanes; certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. The 

Federal Aviation Administration is issuing 

this AD to prevent point-of-contact arcing or 

filament heating damage in the fuel tanks, 

which could result in fuel tank explosions 

and consequent loss of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Installation 

(g) Within 60 months after the effective 

date of this AD, install electrical bonding 

jumpers for the fill valve controllers of the 

fuel tanks, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin DC10–28–249, Revision 1, 

dated November 6, 2008 (for Model DC–10– 

10, DC–10–10F, DC–10–15, DC–10–30, DC– 

10–30F (KC–10A and KDC–10), DC–10–40, 

DC–10–40F, MD–10–10F, and MD–10–30F 

airplanes); or Boeing Service Bulletin MD11– 

28–135, Revision 1, dated November 6, 2008 

(for Model MD–11 and MD–11F airplanes). 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: 

Philip Kush, Aerospace Engineer, Propulsion 

Branch, ANM–140L, FAA, Los Angeles ACO, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; telephone (562) 627– 

5263; fax (562) 627–5210. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Material Incorporated by Reference 

(i) You must use Boeing Service Bulletin 

DC10–28–249, Revision 1, dated November 6, 

2008; or Boeing Service Bulletin MD11–28– 

135, Revision 1, dated November 6, 2008; as 

applicable; to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on April 22, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–9945 Filed 5–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0789; Directorate 

Identifier 2008–NM–185–AD; Amendment 

39–16228; AD 2010–06–04] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2–203, B2K–3C, B4–103, 

B4–203, B4–2C Airplanes; Model A310 

Series Airplanes; and Model A300 B4– 

601, B4–603, B4–605R, B4–620, B4– 

622, and B4–622R Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; correction. 

SUMMARY: The FAA is correcting a 

typographical error in an existing 

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Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 23573 

airworthiness directive (AD) that was 

published in the Federal Register on 

March 11, 2010. The error resulted in an 

imprecise compliance time in a table. 

This AD applies to certain Airbus Model 

A300 B2–1C, B2–203, B2K–3C, B4–103, 

B4–203, B4–2C airplanes; Model A310 

series airplanes; and Model A300 B4– 

601, B4–603, B4–605R, B4–620, B4–622, 

and B4–622R airplanes. This AD 

requires repetitive inspections to detect 

cracks of the pylon side panels (upper 

section) at rib 8; and corrective actions 

if necessary. 

DATES: This correction is effective May 

4, 2010. The effective date of AD 2010– 

06–04 remains April 15, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: On March 

4, 2010, the FAA issued AD 2010–06– 

04, Amendment 39–16228 (75 FR 

11428, March 11, 2010), for certain 

Airbus Model A300 B2–1C, B2–203, 

B2K–3C, B4–103, B4–203, B4–2C 

airplanes; Model A310 series airplanes; 

and Model A300 B4–601, B4–603, B4– 

605R, B4–620, B4–622, and B4–622R 

airplanes. The AD requires repetitive 

inspections to detect cracks of the pylon 

side panels (upper section) at rib 8; and 

corrective actions if necessary. 

As published, Table 1 of this AD 

contained a typographical error in the 

second row in the second column. The 

compliance time of ‘‘>17,500 total 

flight 1 ’’ has been corrected to read 

’’>17,500 total flight cycles 1.’’ (The word 

‘‘cycles’’ was omitted in the AD.) 

No other part of the regulatory 

information has been changed; 

therefore, the final rule is not 

republished in the Federal Register. 

The effective date of this AD remains 

April 15, 2010. 

§ 39.13 [Corrected] 

■ In the Federal Register of March 11, 

2010, on page 11430, in the second row 

in the second column, Table 1 of AD 

2010–06–04 is corrected to read as 

follows: 

* * * * * 

TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1 

For Model— That have 

accumulated— 

Whichever occurs later And repeat the inspection 

at intervals not to exceed— Inspect before the 

accumulation of— Or within— 

A300 B2–1C, B2–203, and 

B2K–3C airplanes.

≤17,500 total flight cycles 1 5,350 total flight cycles ..... 2,500 flight cycles 2 ........... 4,300 flight cycles. 

A300 B2–1C, B2–203, and 

B2K–3C airplanes.

>17,500 total flight cycles 1 20,000 total flight cycles or 

40,000 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 4,300 flight cycles. 

A300 B4–103, B4–203, 

and B4–2C airplanes.

≤18,000 total flight cycles 1 5,350 total flight cycles ..... 2,000 flight cycles 2 ........... 4,300 flight cycles. 

A300 B4–103, B4–203, 

and B4–2C airplanes.

>18,000 total flight cycles 1 20,000 total flight cycles or 

40,000 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 4,300 flight cycles. 

A300 B4–601, B4–603, 

B4–605R, B4–620, B4– 

622, and B4–622R airplanes.

≤18,000 total flight cycles 1 4,200 total flight cycles ..... 2,000 flight cycles 2 ........... 3,600 flight cycles. 

A300 B4–601, B4–603, 

B4–605R, B4–620, B4– 

622, and B4–622R airplanes.

>18,000 total flight cycles 1 20,000 total flight cycles or 

40,000 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 3,600 flight cycles. 

A310–200 airplanes with 

GE CF6–80A3 or Pratt & 

Whitney engines.

≤18,000 total flight cycles 1 9,700 total flight cycles or 

19,400 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 6,700 flight cycles or 

13,400 flight hours, 

whichever occurs first. 

A310–200 airplanes with 

GE CF6–80A3 or Pratt & 

Whitney engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 6,700 flight cycles or 

13,400 flight hours, 

whichever occurs first. 

A310–200 airplanes with 

GE CF6–80C2 engines.

≤18,000 total flight cycles 1 7,800 total flight cycles or 

15,600 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,800 flight cycles or 

11,600 flight hours, 

whichever occurs first. 

A310–200 airplanes with 

GE CF6–80C2 engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,800 flight cycles or 

11,600 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

JT9D engines.

≤18,000 total flight cycles 1 8,600 total flight cycles or 

24,000 total flight hours, 

whichever occurs first.

1,500 total flight cycles 2 ... 6,700 flight cycles or 

18,700 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

JT9D engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 6,700 flight cycles or 

18,700 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with GE engines.

≤18,000 total flight cycles 1 7,000 total flight cycles or 

19,600 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,700 flight cycles or 

15,900 flight hours, 

whichever occurs first. 

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23574 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1—Continued 

For Model— That have 

accumulated— 

Whichever occurs later And repeat the inspection 

at intervals not to exceed— Inspect before the 

accumulation of— Or within— 

A310–300 SR 3 airplanes 

with GE engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,700 flight cycles or 

15,900 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles 1 7,000 total flight cycles or 

19,600 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

≤18,000 total flight cycles 1 5,900 total flight cycles or 

29,500 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

≤18,000 total flight cycles 1 4,800 total flight cycles or 

24,100 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles 1 4,800 total flight cycles or 

24,000 total flight hours, 

whichever occurs first.

1,500 flight cycles 2 ........... 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles 1 19,500 total flight cycles or 

55,500 total flight hours, 

whichever occurs first.

250 flight cycles 2 .............. 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

1As of the effective date of this AD. 

2After the effective date of this AD. 

3 ‘‘SR’’ applies to airplanes with average flights less than 4 flight hours. 4 ‘‘LR’’ refers to airplanes with average flights of 4 or more flight hours. 

* * * * * 

Issued in Renton, Washington on April 15, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–9521 Filed 5–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1353; Directorate 

Identifier 2008–NE–46–AD; Amendment 39– 

16279; AD 2010–09–14] 

RIN 2120–AA64 

Airworthiness Directives; CFM 

International, S.A. CFM56–5B1/P, –5B2/ 

P, –5B3/P, –5B3/P1, –5B4/P, –5B5/P, 

–5B6/P, –5B7/P, –5B8/P, –5B9/P, –5B1/ 

2P, –5B2/2P, –5B3/2P, –5B3/2P1, –5B4/ 

2P, –5B4/P1, –5B6/2P, –5B4/2P1, and 

–5B9/2P Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) for 

CFM International, S.A. CFM56–5B 

series turbofan engines. That AD 

requires reviewing exhaust gas 

temperature (EGT) monitoring records 

to determine EGT margin deterioration, 

and for airplanes where both engines 

have greater than 80 °centigrade (C) of 

EGT margin deterioration, borescopeinspecting the high-pressure compressor 

(HPC) of both engines. That AD also 

requires removing from service any 

engine that does not pass the borescope 

inspection and, if both engines pass, 

replacing one of the engines with an 

engine that has 80 °C or less of EGT 

margin deterioration. That AD also 

requires continuous monitoring of EGT 

margin deterioration on engines in 

service to prevent two engines on an 

airplane from having greater than 80 °C 

of EGT margin deterioration. This AD: 

• Reduces the number of engine 

models affected; 

• Continues to monitor EGT margin 

deterioration; 

• Lowers the EGT margin threshold 

from 80 °C to 75 °C; 

• Removes FADEC software version 

5.B.Q and earlier versions from the 

engine as mandatory terminating action 

to the continuous EGT margin 

deterioration monitoring, for certain 

engine models; 

• Removes the requirement to 

borescope inspect; and 

• Removes the requirement to replace 

one of the engines with an engine that 

has 80 °C or less deterioration of EGT 

margin as a corrective action. 

This AD results from a reduction of 

the affected engine models listed in AD 

2009–01–01 from 25 to 19, a reduction 

in the engine EGT margin deterioration 

threshold from 80 °C to 75 °C, the 

introduction of terminating action to the 

continuous EGT monitoring for certain 

engines, and a change to the removal 

plan for the remaining engines if the 

EGT margin deterioration is greater than 

75 °C. We are issuing this AD to prevent 

HPC stalls, which could prevent 

continued safe flight or landing. 

DATES: This AD becomes effective June 

8, 2010. The Director of the Federal 

Register approved the incorporation by 

reference of certain publications listed 

in the regulations as of June 8, 2010. 

ADDRESSES: You can get the service 

information identified in this AD from 

CFM International, S.A., Technical 

Customer Support, 1 Neumann Way, 

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