3044 Federal Register / Vol. 72, No. 15 / Wednesday, January 24, 2007 / Rules and Regulations 

The authority citation for these 

special conditions continues to read as 

follows: 

Authority: 49 U.S.C. App. 1354(a), 1421, 

1423; 49 U.S.C. 106(g); and 14 CFR 11.49 and 

21.16. 

The Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) issues the 

following special conditions as part of 

the type certification basis for the GEnx 

series turbofan engines. 

1. In lieu of the fan blade containment 

test with the fan blade failing at the 

outermost retention groove as specified 

in § 33.94(a)(1), complete the following 

requirements: 

(a) Conduct an engine fan blade 

containment test with the fan blade 

failing at the inner annulus flow path 

line. 

(b) Substantiate by test and analysis, 

or other methods acceptable to the 

Administrator, that a minimum material 

properties fan disk and fan blade 

retention system can withstand without 

failure a centrifugal load equal to two 

times the maximum load which the 

retention system could experience 

within approved engine operating 

limitations. The fan blade retention 

system includes the portion of the fan 

blade from the inner annulus flow path 

line inward to the blade dovetail, the 

blade retention components, and the fan 

disk and fan blade attachment features. 

(c) Using a procedure approved by the 

Administrator, establish an operating 

limitation that specifies the maximum 

allowable number of start-stop stress 

cycles for the fan blade retention 

system. The life evaluation shall include 

the combined effects of high cycle and 

low cycle fatigue. If the operating 

limitation is less than 100,000 cycles, 

that limitation must be specified in 

Chapter 5 of the Engine Manual 

Airworthiness Limitation Section. 

(d) Substantiate that, during the 

service life of the engine, the total 

probability of the occurrence of a 

hazardous engine effect defined in 

§ 33.75 due to an individual blade 

retention system failure resulting from 

all possible causes will be extremely 

improbable, with a cumulative 

calculated probability of failure of less 

than 10¥9 per engine flight hour. 

(e) Substantiate by test or analysis that 

not only will the engine continue to 

meet the requirements of § 33.75 

following a lightning strike on the 

composite fan blade structure, but that 

the lightning strike will also not cause 

damage to the fan blades that would 

prevent continued safe operation of the 

affected engine. 

(f) Account for the effects of in-service 

deterioration, manufacturing variations, 

minimum material properties, and 

environmental effects during the tests 

and analyses required by paragraphs (a), 

(b), (c), (d), and (e) of these special 

conditions. 

(g) Propose fleet leader monitoring 

and field sampling programs for the 

GEnx engine fan blades that will 

monitor the effects of usage on fan blade 

and retention system integrity. The 

sampling program should use the 

experience gained on current GE90 

engine model monitoring programs, and 

must be approved by the FAA prior to 

certification of the GEnx engine models. 

Issued in Burlington, Massachusetts, on 

January 12, 2007. 

Francis A. Favara, 

Manager, Engine and Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 07–301 Filed 1–23–07; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2001–NM–183–AD; Amendment 

39–14889; AD 2007–02–02] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Model DC–8–55, DC–8F–54, 

and DC–8F–55 Airplanes; and Model 

DC–8–60, DC–8–70, DC–8–60F, and 

DC–8–70F Series Airplanes 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain McDonnell 

Douglas Model DC–8 airplanes. This AD 

requires a one-time inspection for 

previous repairs of the aft fuselage skin 

panel at the longeron 28 skin splice; 

repetitive inspections for cracks of the 

same area; and related investigative and 

corrective actions. This AD also 

provides optional actions for extending 

the repetitive inspection intervals. The 

actions specified by this AD are 

intended to detect and correct cracks in 

the aft fuselage skin at the longeron 28 

skin splice, which could lead to loss of 

structural integrity of the aft fuselage, 

resulting in rapid decompression of the 

airplane. This action is intended to 

address the identified unsafe condition. 

DATES: Effective February 28, 2007. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of February 

28, 2007. 

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

Long Beach Division, 3855 Lakewood 

Boulevard, Long Beach, California 

90846, Attention: Data and Service 

Management, Dept. C1–L5A (D800–

0024). This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the FAA, Los Angeles 

Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, 

California. 

FOR FURTHER INFORMATION CONTACT: Jon 

Mowery, Aerospace Engineer, Airframe 

Branch, ANM–120L, FAA, Los Angeles 

Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, 

California 90712–4137; telephone (562) 

627–5322; fax (562) 627–5210. 

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain McDonnell 

Douglas Model DC–8–55, DC–8F–54, 

and DC–8F–55 airplanes; and Model 

DC–8–60, DC–8–70, DC–8–60F, and 

DC–8–70F series airplanes; was 

published as a supplemental notice of 

proposed rulemaking (NPRM) in the 

Federal Register on July 25, 2006 (71 FR 

42062). That action proposed to require 

a one-time inspection for previous 

repairs of the aft fuselage skin panel at 

the longeron 28 skin splice; repetitive 

inspections for cracks of the same area; 

related investigative and corrective 

actions; and reporting inspection 

findings to the manufacturer. That 

action also proposed to provide optional 

actions for extending the repetitive 

inspection intervals. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Request To Lengthen Inspection 

Threshold for Certain Airplanes 

Air Transport Association (ATA), on 

behalf of one of its members, UPS, does 

not agree with the inspection threshold 

of 12 months for airplanes that have 

accumulated 24,000 total flight cycles or 

more as of the effective date of the AD, 

as specified in paragraph (a)(2) of the 

supplemental NPRM. The commenters 

note that all U.S.-registered McDonnell 


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Douglas Model DC–8 airplanes are now 

freighters, which typically have low 

cycle utilization. UPS states that, out of 

a fleet of 47 airplanes, it has found only 

two instances of cracking in the subject 

area. The commenter believes that, 

based on these facts, the 24-month 

threshold indicated in paragraph (a)(1) 

of the supplemental NPRM should 

apply to all airplanes. The commenter 

believes that changing the threshold 

would have no adverse effect on 

airplane safety. 

We disagree with the request to 

lengthen the inspection threshold. In 

developing an appropriate compliance 

time for this action, we considered the 

low utilization rate as one factor. Other 

factors we considered were a crack 

finding on an airplane that had 

accumulated 27,072 total landings, 

normal scatter associated with fatigue 

initiation, input from the manufacturer, 

the difficulty of the inspection, and the 

urgency associated with the subject 

unsafe condition. However, according to 

the provisions of paragraph (f) of the 

final rule, we may approve requests to 

adjust the compliance time if the 

request includes data that prove that the 

new compliance time would provide an 

acceptable level of safety. We have not 

changed the AD in this regard. 

Request To Change Incorporation of 

Certain Information 

The Modification and Replacement 

Parts Association (MARPA) states that, 

typically, airworthiness directives are 

based on service information originating 

with the type certificate holder or its 

suppliers. MARPA adds that 

manufacturer service documents are 

privately authored instruments 

generally having copyright protection 

against duplication and distribution. 

MARPA notes that when a service 

document is incorporated by reference 

into a public document, such as an 

airworthiness directive, it loses its 

private, protected status and becomes a 

public document. MARPA adds that if 

a service document is used as a 

mandatory element of compliance, it 

should not simply be referenced, but 

should be incorporated into the 

regulatory document; by definition, 

public laws must be public, which 

means they cannot rely upon private 

writings. MARPA is concerned that the 

failure to incorporate essential service 

information could result in a court 

decision invalidating the AD. 

MARPA adds that incorporated by 

reference service documents should be 

made available to the public by 

publication in the Docket Management 

System (DMS), keyed to the action that 

incorporates them. MARPA notes that 

the stated purpose of the incorporation 

by reference method is brevity, to keep 

from expanding the Federal Register 

needlessly by publishing documents 

already in the hands of the affected 

individuals; traditionally, ‘‘affected 

individuals’’ means aircraft owners and 

operators, who are generally provided 

service information by the 

manufacturer. MARPA adds that a new 

class of affected individuals has 

emerged, since the majority of aircraft 

maintenance is now performed by 

specialty shops instead of aircraft 

owners and operators. MARPA notes 

that this new class includes 

maintenance and repair organizations, 

component servicing and repair shops, 

parts purveyors and distributors, and 

organizations manufacturing or 

servicing alternatively certified parts 

under section 21.303 (‘‘Parts 

Manufacturer Approval’’) of the Federal 

Aviation Regulations (14 CFR part 21). 

MARPA adds that the concept of brevity 

is now nearly archaic as documents 

exist more frequently in electronic 

format than on paper. Therefore, 

MARPA asks that the service documents 

deemed essential to the accomplishment 

of the NPRM be incorporated by 

reference into the regulatory instrument, 

and published in DMS. 

We do not agree that documents 

should be incorporated by reference 

during the NPRM phase of rulemaking. 

The Office of the Federal Register (OFR) 

requires that documents that are 

necessary to accomplish the 

requirements of the AD be incorporated 

by reference during the final rule phase 

of rulemaking. This final rule 

incorporates by reference the document 

necessary for the accomplishment of the 

requirements mandated by this AD. 

Further, we point out that while 

documents that are incorporated by 

reference do become public information, 

they do not lose their copyright 

protection. For that reason, we advise 

the public to contact the manufacturer 

to obtain copies of the referenced 

service information. 

Additionally, we do not publish 

service documents in DMS. We are 

currently reviewing our practice of 

publishing proprietary service 

information. Once we have thoroughly 

examined all aspects of this issue, and 

have made a final determination, we 

will consider whether our current 

practice needs to be revised. However, 

we consider that to delay this AD action 

for that reason would be inappropriate, 

since we have determined that an 

unsafe condition exists and that the 

requirements in this AD must be 

accomplished to ensure continued 

safety. Therefore, we have not changed 

the AD in this regard. 

Explanation of Change to Cost Impact 

We have changed the cost estimate to 

include estimated costs for all required 

actions, including the repetitive 

inspections and the repair. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the change described 

previously. We have determined that 

this change will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Cost Impact 

There are approximately 508 

airplanes of the affected design in the 

worldwide fleet. The FAA estimates that 

244 airplanes of U.S. registry are 

affected by this AD. The average labor 

rate is $80 per work hour. 

ESTIMATED COSTS

Action Work hours Cost per airplane Fleet cost 

Initial Inspection for doubler installation ........................................ 2 to 4 ........... $160 to $320 ............................. $39,040 to $78,080. 

Repetitive Inspections (per inspection cycle) ................................ 2 to 8 ........... $160 to $640 ............................. $39,040 to $156,160. 

Repair ............................................................................................ 164 to 184 ... $13,120 to $14,720 ................... $3,201,280 to $3,591,680. 

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the proposed requirements of this AD 

action, and that no operator would 

accomplish those actions in the future if 

this AD were not adopted. The cost 

impact figures discussed in AD 

rulemaking actions represent only the 

time necessary to perform the specific 

actions actually required by the AD. 

These figures typically do not include 


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incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

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 Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (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. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness 

directive: 

2007–02–02 McDonnell Douglas: 

Amendment 39–14889. Docket 2001–

NM–183–AD. 

Applicability 

McDonnell Douglas Model DC–8–55, DC–

8F–54, DC–8F–55, DC–8–61, DC–8–62, DC–

8–63, DC–8–61F, DC–8–62F, DC–8–63F, DC–

8–71, DC–8–72, DC–8–73, DC–8–71F, DC–8–

72F, and DC–8–73F airplanes; certificated in 

any category; as identified in Boeing Alert 

Service Bulletin DC8–53A080, dated June 22, 

2004. 

Compliance 

Required as indicated, unless 

accomplished previously. 

To detect and correct cracks in the aft 

fuselage skin at the longeron 28 skin splice, 

which could lead to loss of structural 

integrity of the aft fuselage, resulting in rapid 

decompression of the airplane, accomplish 

the following: 

One-Time Inspection for Previous Repairs 

(a) For all airplanes: At the applicable time 

in paragraph (a)(1) or (a)(2) of this AD, do a 

general visual inspection to determine if 

there are previous repairs of the aft fuselage 

skin panel at the longeron 28 skin splice; in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

DC8–53A080, dated June 22, 2004. Then do 

the applicable actions specified in 

paragraphs (b) and (c) of this AD. 

(1) For airplanes that have accumulated 

fewer than 24,000 total flight cycles as of the 

effective date of this AD: Within 24 months 

after the effective date of this AD or prior to 

accumulating 24,000 total flight cycles, 

whichever occurs later. 

(2) For airplanes that have accumulated 

24,000 total flight cycles or more as of the 

effective date of this AD: Within 12 months 

after the effective date of this AD. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

Repetitive Inspections for Areas That Do Not 

Have a Previous Repair 

(b) For areas that do not have a previous 

repair: Before further flight after the initial 

inspection in paragraph (a) of this AD, do 

general visual and high-frequency eddy 

current (HFEC) inspections for discrepancies 

of the unrepaired areas at longeron 28 

between the bolted connection of the tail 

section to forward of the flat aft pressure 

bulkhead, on both the left and right sides, 

and do all applicable related investigative 

and corrective actions before further flight. 

Do all actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin DC8–53A080, dated June 22, 

2004. Repeat the inspections thereafter at 

intervals not to exceed 2,000 flight cycles 

until an optional action in paragraph (d) of 

this AD is accomplished. 

Repetitive Inspections and Repair for Areas 

That Have a Previous Repair 

(c) For areas that have a previous repair: 

Within 24 months after accomplishing the 

initial inspection in paragraph (a) of this AD, 

remove the previous repair(s), and install a 

local repair, in accordance with Boeing DC–

8 Service Rework Drawing SR08530032, 

dated January 13, 2004, including Boeing 

Parts List PL SR08530032, dated January 7, 

2004, Boeing Advance Engineering Order, 

Advanced Drawing Change A, dated April 1, 

2004, and Boeing Engineering Order, dated 

January 13, 2004. Do the inspections in 

paragraph (d) of this AD thereafter at the 

applicable interval specified in paragraph 

(d)(1) or (d)(2) of this AD. 

Optional Actions, Extended Repetitive 

Inspection Intervals 

(d) Installing a full-length preventive 

modification, doing a full-length repair, or 

doing a local repair, in accordance with 

Boeing DC–8 Service Rework Drawing 

SR08530032, dated January 13, 2004, 

including Boeing Parts List PL SR08530032, 

dated January 7, 2004, Boeing Advance 

Engineering Order, Advanced Drawing 

Change A, dated April 1, 2004, and Boeing 

Engineering Order, dated January 13, 2004, 

ends the repetitive inspection intervals in 

paragraph (b) of this AD; repeat the 

inspection thereafter at the applicable 

interval in paragraph (d)(1) or (d)(2) of this 

AD. 

(1) For airplanes that have internal finger 

doublers: Within 30,000 flight cycles after 

doing the optional action, do general visual 

and HFEC inspections for discrepancies of 

the unrepaired areas at longeron 28 between 

the bolted connection of the tail section to 

forward of the flat aft pressure bulkhead, on 

both the left and right sides, and do all 

applicable related investigative and 

corrective actions before further flight. Do all 

actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin DC8–53A080, dated June 22, 

2004. Repeat the inspections thereafter at 

intervals not to exceed 5,000 flight cycles. 

(2) For airplanes that do not have internal 

finger doublers: Use the applicable intervals 

and inspections in paragraph (d)(2)(i) or 

(d)(2)(ii) of this AD. 

(i) For repairs (full-length preventive 

modification, doing a full-length repair, or 


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doing a local repair) that are 12 inches or less 

along the longeron: Within 15,000 flight 

cycles after doing the optional action, use 

only the external general visual inspection 

method for discrepancies of the unrepaired 

areas at longeron 28 between the bolted 

connection of the tail section to forward of 

the flat aft pressure bulkhead, on both the left 

and right sides, and do all applicable related 

investigative and corrective actions before 

further flight. Do all actions in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin DC8–53A080, 

dated June 22, 2004. Repeat the external 

general visual inspection thereafter at 

intervals not to exceed 5,000 flight cycles. 

(ii) For repairs (full-length preventive 

modification, doing a full-length repair, or 

doing a local repair) that are more than 12 

inches in length along the longeron: Within 

15,000 flight cycles after doing the optional 

action, use only the low-frequency eddy 

current (LFEC) inspection method for cracks 

of the unrepaired areas at longeron 28 

between the bolted connection of the tail 

section to forward of the flat aft pressure 

bulkhead, on both the left and right sides, 

and do all applicable related investigative 

and corrective actions before further flight. 

Do all actions in accordance with Boeing DC–

8 Service Rework Drawing SR08530032, 

dated January 13, 2004, including Boeing 

Parts List PL SR08530032, dated January 7, 

2004, Boeing Advance Engineering Order, 

Advanced Drawing Change A, dated April 1, 

2004, and Boeing Engineering Order, dated 

January 13, 2004. Repeat the LFEC inspection 

thereafter at intervals not to exceed 10,000 

flight cycles, using only LFEC inspection 

outward along all four edges of the doubler. 

Reporting of Results 

(e) Submit a report of positive findings of 

the inspections required by paragraphs (b) 

and (d) of this AD to Boeing Commercial 

Airplanes, Manager, Structure/Payloads, 

Technical and Fleet Support, Service 

Engineering/Commercial Aviation Services, 

Long Beach Division, 3855 Lakewood 

Boulevard, Long Beach, California 90846, at 

the applicable time specified in paragraph 

(e)(1) or (e)(2) of this AD. The report must 

include the inspection results, a description 

of any discrepancies found, the airplane 

fuselage number, and the total number of 

landings and flight hours on the airplane. 

Information collection requirements 

contained in this AD have been approved by 

the Office of Management and Budget (OMB) 

under the provisions of the Paperwork 

Reduction Act (44 U.S.C. 3501 et seq.) and 

have been assigned OMB Control Number 

2120–0056. 

(1) For airplanes on which the inspection 

is accomplished after the effective date of 

this AD: Submit the report within 30 days 

after performing the inspection. 

(2) For airplanes on which the inspection 

was accomplished prior to the effective date 

of this AD: Submit the report within 30 days 

after the effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(f)(1) In accordance with 14 CFR 39.19, the 

Manager, Los Angeles Aircraft Certification 

Office (ACO), FAA, is authorized to approve 

AMOCs for this AD. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Incorporation by Reference 

(g) Unless otherwise specified in this AD, 

the actions must be done in accordance with 

Boeing Alert Service Bulletin DC8–53A080, 

dated June 22, 2004; and Boeing DC–8 

Service Rework Drawing SR08530032, dated 

January 13, 2004, including Boeing Parts List 

PL SR08530032, dated January 7, 2004, 

Boeing Advance Engineering Order, 

Advanced Drawing Change A, dated April 1, 

2004, and Boeing Engineering Order, dated 

January 13, 2004; as applicable. This 

incorporation by reference was approved by 

the Director of the Federal Register in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. To get copies of this service 

information, contact Boeing Commercial 

Airplanes, Long Beach Division, 3855 

Lakewood Boulevard, Long Beach, California 

90846, Attention: Data and Service 

Management, Dept. C1–L5A (D800–0024). To 

inspect copies of this service information, go 

to the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; to the FAA, Los Angeles 

Aircraft Certification Office, 3960 Paramount 

Boulevard, Lakewood, California; or to the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the NARA, 

call (202) 741–6030, or go to http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Effective Date 

(h) This amendment becomes effective on 

February 28, 2007. 

Issued in Renton, Washington, on January 

5, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–710 Filed 1–23–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–26694; Directorate 

Identifier 2006–CE–91–AD; Amendment 

39–14899; AD 2007–02–12] 

RIN 2120–AA64 

Airworthiness Directives; Reims 

Aviation S.A. F406 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by the aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

* * * several reports regarding discovery of 

cracks about the rudder pulley bracket part 

number 6015511–1. This pulley bracket is 

installed with the ‘‘Camera Hole’’ option. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

February 13, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of REIMS AVIATION INDUSTRIES 

Service Bulletin No. F406–58, Rev. 1, 

dated October 27, 2006, listed in this 

AD as of February 13, 2007. 

We must receive comments on this 

AD by February 23, 2007. 

ADDRESSES: You may send comments by 

any of the following methods: 

• DOT Docket Web Site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Fax: (202) 493–2251. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• 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. 

• Federal eRulemaking Portal: http:// 

www.regulations.gov. Follow the 

instructions for submitting comments. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov; or in 


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