Federal Register / Vol. 76, No. 119 / Tuesday, June 21, 2011 / Proposed Rules 36011 

the test procedures and resubmit the 

procedures for approval. 

(e) The following reference atmospheric 

conditions must be used to establish the 

reference procedures: 

(1) Sea level atmospheric pressure of 2,116 

pounds per square foot (1,013.25 hPa); 

(2) Ambient air temperature of 77° 

Fahrenheit (25° Celsius, i.e., ISA + 10 °C); 

(3) Relative humidity of 70 percent; and 

(4) Zero wind. 

(f) For tests conducted in accordance with 

sections K6.2, K6.3, and K6.4 of this 

appendix, use the maximum normal 

operating RPM corresponding to the 

airworthiness limit imposed by the 

manufacturer. For configurations for which 

the rotor speed automatically links with the 

flight condition, use the maximum normal 

operating rotor speed corresponding for that 

flight condition. For configurations for which 

the rotor speed can change by pilot action, 

use the highest normal rotor speed specified 

in the flight manual limitation section for 

power-on conditions. 

K6.2 Takeoff Reference Procedure. The 

takeoff reference flight procedure is as 

follows: 

(a) A constant takeoff configuration must 

be maintained, including the nacelle angle 

selected by the applicant; 

(b) The tiltrotor power must be stabilized 

at the maximum takeoff power corresponding 

to the minimum installed engine(s) 

specification power available for the 

reference ambient conditions or gearbox 

torque limit, whichever is lower. The tiltrotor 

power must also be stabilized along a path 

starting from a point located 1,640 feet (500 

m) before the flight path reference point, at 

65 ft (20 m) above ground level; 

(c) The nacelle angle and the 

corresponding best rate of climb speed, or the 

lowest approved speed for the climb after 

takeoff, whichever is the greater, must be 

maintained throughout the takeoff reference 

procedure; 

(d) The rotor speed must be stabilized at 

the maximum normal operating RPM 

certificated for takeoff; 

(e) The weight (mass) of the tiltrotors must 

be the maximum takeoff weight (mass) as 

requested for noise certification; and 

(f) The reference takeoff flight profile is a 

straight line segment inclined from the 

starting point 1,640 feet (500 m) before to the 

center noise measurement point and 65 ft (20 

m) above ground level at an angle defined by 

best rate of climb and the speed 

corresponding to the selected nacelle angle 

and for minimum specification engine 

performance. 

K6.3 Flyover Reference Procedure. The 

flyover reference flight procedure is as 

follows: 

(a) The tiltrotor must stabilize for level 

flight along the centerline flyover flight path 

and over the noise measurement reference 

point at an altitude of 492 ft (150 m) above 

ground level; 

(b) A constant flyover configuration must 

be maintained; 

(c) The weight (mass) of the tiltrotor must 

be the maximum takeoff weight (mass) as 

requested for noise certification; 

(d) In the VTOL/Conversion mode: 

(1) The nacelle angle must be at the 

authorized fixed operation point that is 

closest to the shallow nacelle angle 

certificated for zero airspeed; 

(2) The airspeed must be 0.9VCON; and 

(3) The rotor speed must be stabilized at 

the maximum normal operating RPM 

certificated for level flight. 

K6.4 Approach Reference Procedure. The 

approach reference procedure is as follows: 

(a) The tiltrotor must be stabilized to 

follow a 6.0 degree approach path; 

(b) An approved airworthiness 

configuration in which maximum noise 

occurs must be maintained; 

(1) An airspeed equal to the best rate of 

climb speed corresponding to the nacelle 

angle, or the lowest approved airspeed for the 

approach, whichever is greater, must be 

stabilized and maintained; and 

(2) The tiltrotor power during the approach 

must be stabilized over the flight path 

reference point, and continue to a landing; 

(c) The rotor speed must stabilize at the 

maximum normal operating RPM certificated 

for approach; 

(d) The constant approach configuration 

used in airworthiness certification tests, with 

the landing gear extended, must be 

maintained; and 

(e) The weight (mass) of the tiltrotor at 

landing must be the maximum landing 

weight (mass) as requested for noise 

certification. 

Section K7 Test Procedures 

K7.1 [Reserved] 

K7.2 The test procedures and noise 

measurements must be conducted and 

processed to yield the noise evaluation 

measure designated in section K2 of this 

appendix. 

K7.3 If either the test conditions or test 

procedures do not conform to the applicable 

noise certification reference conditions or 

procedures prescribed by this part, the 

applicant must apply the correction methods 

described in section H36.205 of Appendix H 

of this part to the acoustic test data 

measured. 

K7.4 Adjustments for differences between 

test and reference flight procedures must not 

exceed: 

(a) For takeoff: 4.0 EPNdB, of which the 

arithmetic sum of delta 1 and the term ¥7.5 

log (QK/QrKr) from delta 2 must not in total 

exceed 2.0 EPNdB; 

(b) For flyover or approach: 2.0 EPNdB. 

K7.5 The average rotor RPM must not 

vary from the normal maximum operating 

RPM by more than +/-1.0 percent during the 

10 dB-down time interval. 

K7.6 The tiltrotor airspeed must not vary 

from the reference airspeed appropriate to 

the flight demonstration by more than +/¥9 

km/h (5 kts) throughout the 10 dB-down time 

interval. 

K7.7 The number of level flyovers made 

with a head wind component must be equal 

to the number of level flyovers made with a 

tail wind component. 

K7.8 The tiltrotor must operate between 

+/¥10 degrees from the vertical or between 

+/¥65 feet (+/¥20 m) lateral deviation 

tolerance, whichever is greater, above the 

reference track and throughout the 10 dBdown time interval. 

K7.9 The tiltrotor altitude must not vary 

during each flight by more than +/¥30 ft (+/ 

¥9 m) from the reference altitude at the 

overhead point. 

K7.10 During the approach procedure, the 

tiltrotor must establish a stabilized constant 

speed approach and fly between approach 

angles of 5.5 degrees and 6.5 degrees. 

K7.11 During all test procedures, the 

tiltrotor weight (mass) must not be less than 

90 percent and not more than 105 percent of 

the maximum certificated weight (mass). For 

each of the test procedures, complete at least 

one test at or above this maximum 

certificated weight (mass). 

K7.12 A tiltrotor capable of carrying 

external loads or external equipment must be 

noise certificated without such loads or 

equipment fitted. 

K7.13 The values of VCON and VMCP or 

VMO used for noise certification must be 

included in the approved Flight Manual. 

Issued in Washington, DC, on June 10, 

2011. 

Lourdes Maurice, 

Director, Office of Environment and Energy. 

[FR Doc. 2011–15276 Filed 6–20–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0568; Directorate 

Identifier 2011–NM–010–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Model F.27 Mark 050, 

200, 300, 400, 500, 600, and 700 

Airplanes; and Model F.28 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

[T]he Federal Aviation Administration 

(FAA) has published Special Federal 

Aviation Regulation (SFAR) 88, and the Joint 

Aviation Authorities (JAA) has published 

Interim Policy INT/POL/25/12. The review 

conducted by Fokker Services on the Fokker 

F27 and F28 type designs in response to 

these regulations revealed that, under certain 

failure conditions, a short circuit can develop 

in the fuel pilot valve solenoid or in the 

wiring to the solenoid. Such a short circuit 

may result in an ignition source in the wing 

tank vapour space. 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1
36012 Federal Register / Vol. 76, No. 119 / Tuesday, June 21, 2011 / Proposed Rules 

This condition, if not corrected, could 

result in a wing fuel tank explosion and 

consequent loss of the aeroplane. 

* * * * * 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by August 5, 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 W12–40, 1200 New Jersey 

Avenue, SE., Washington, DC, between 

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

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 231, 2150 AE Nieuw-Vennep, 

the Netherlands; telephone +31 (0)252– 

627–350; fax +31 (0)252–627–211; 

e-mail technicalservices.fokker

services@stork.com; Internet: http:// 

www.myfokkerfleet.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 Operations office 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 Operations 

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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

425–227–1137; fax 425–227–1149. 

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–2011–0568; Directorate Identifier 

2011–NM–010–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 based on 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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0195, 

dated September 29, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

[T]he Federal Aviation Administration 

(FAA) has published Special Federal 

Aviation Regulation (SFAR) 88, and the Joint 

Aviation Authorities (JAA) has published 

Interim Policy INT/POL/25/12. The review 

conducted by Fokker Services on the Fokker 

F27 and F28 type designs in response to 

these regulations revealed that, under certain 

failure conditions, a short circuit can develop 

in the fuel pilot valve solenoid or in the 

wiring to the solenoid. Such a short circuit 

may result in an ignition source in the wing 

tank vapour space. 

This condition, if not corrected, could 

result in a wing fuel tank explosion and 

consequent loss of the aeroplane. 

For the reasons described above, this AD 

requires [re-working the wiring and] the 

installation of a fuse packed in a jiffy 

junction [i.e., crimped wire in-line junction 

device] in the wiring to the fuel pilot valve 

solenoid. 

The required actions also include 

revising the maintenance program to 

include a certain Critical Design 

Configuration Control Limitation 

(CDCCL). You may obtain further 

information by examining the MCAI in 

the AD docket. 

The FAA has examined the 

underlying safety issues involved in fuel 

tank explosions on several large 

transport airplanes, including the 

adequacy of existing regulations, the 

service history of airplanes subject to 

those regulations, and existing 

maintenance practices for fuel tank 

systems. As a result of those findings, 

we issued a regulation titled ‘‘Transport 

Airplane Fuel Tank System Design 

Review, Flammability Reduction and 

Maintenance and Inspection 

Requirements’’ (66 FR 23086, May 7, 

2001). In addition to new airworthiness 

standards for transport airplanes and 

new maintenance requirements, this 

rule included Special Federal Aviation 

Regulation No. 88 (‘‘SFAR 88,’’ 

Amendment 21–78, and subsequent 

Amendments 21–82 and 21–83). 

Among other actions, SFAR 88 

requires certain type design (i.e., type 

certificate (TC) and supplemental type 

certificate (STC)) holders to substantiate 

that their fuel tank systems can prevent 

ignition sources in the fuel tanks. This 

requirement applies to type design 

holders for large turbine-powered 

transport airplanes and for subsequent 

modifications to those airplanes. It 

requires them to perform design reviews 

and to develop design changes and 

maintenance procedures if their designs 

do not meet the new fuel tank safety 

standards. As explained in the preamble 

to the rule, we intended to adopt 

airworthiness directives to mandate any 

changes found necessary to address 

unsafe conditions identified as a result 

of these reviews. 

In evaluating these design reviews, we 

have established four criteria intended 

to define the unsafe conditions 

associated with fuel tank systems that 

require corrective actions. The 

percentage of operating time during 

which fuel tanks are exposed to 

flammable conditions is one of these 

criteria. The other three criteria address 

the failure types under evaluation: 

Single failures, single failures in 

combination with a latent condition(s), 

and in-service failure experience. For all 

four criteria, the evaluations included 

consideration of previous actions taken 

that may mitigate the need for further 

action. 

The Joint Aviation Authorities (JAA) 

has issued a regulation that is similar to 

SFAR 88. (The JAA is an associated 

body of the European Civil Aviation 

Conference (ECAC) representing the 

civil aviation regulatory authorities of a 

number of European States who have 

agreed to co-operate in developing and 

implementing common safety regulatory 

standards and procedures.) Under this 

regulation, the JAA stated that all 

members of the ECAC that hold type 

certificates for transport category 

airplanes are required to conduct a 

design review against explosion risks. 

We have determined that the actions 

identified in this AD are necessary to 

reduce the potential of ignition sources 

inside fuel tanks, which, in combination 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1
Federal Register / Vol. 76, No. 119 / Tuesday, June 21, 2011 / Proposed Rules 36013 

with flammable fuel vapors, could result 

in fuel tank explosions and consequent 

loss of the airplane. 

Relevant Service Information 

Fokker Services B.V. has issued the 

Fokker service bulletins listed in the 

following table. 

TABLE—Service Bulletins 

Fokker Service Bulletin— Dated— 

SBF50–28–024, including Drawing W7916–057, Sheets 006 and 007, Issue E, dated June 23, 2010, Drawing W7987–520, 

Sheets 1 and 2, dated October 24, 2005, and Manual Change Notification—Maintenance Document MCNM–F50–070, 

dated June 23, 2010.

June 23, 2010. 

SBF28–28–051, including Drawing W57231, Sheets 010 and 011, Issue K, dated June 23, 2010, Drawing W58048, Sheet 2, 

dated April 29, 2010, and Manual Change Notification—Maintenance Document MCNM–F28–034, dated June 23, 2010.

June 23, 2010. 

SBF27–28–069, including Drawing W7202–138, Sheets 001 and 002, Issue B, dated June 23, 2010, and Manual Change Notification— Maintenance Document MCNM–F27–025, dated June 23, 2010.June 23, 2010. 

SBF100–28–042, including Drawing W41192, Sheet 012, Issue AG, dated June 23, 2010, Drawing W59520, Sheet 1, Issue 

A, dated April 29, 2010, and Manual Change Notification—Maintenance Document MCNM–F100–129, dated June 23, 2010.

June 23, 2010. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 6 products of U.S. registry. 

We also estimate that it would take 

about 6 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost up to $2,198 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these parts. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, we estimate the cost of the 

proposed AD on U.S. operators to be up 

to $16,248, or up to $2,708 per product. 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it 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: 

Fokker Services B.V.: Docket No. FAA– 

2011–0568; Directorate Identifier 2011– 

NM–010–AD. 

Comments Due Date 

(a) We must receive comments by August 

5, 2011. 

Affected ADs 

(b) None. 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1
36014 Federal Register / Vol. 76, No. 119 / Tuesday, June 21, 2011 / Proposed Rules 

Applicability 

(c) This AD applies to Fokker Services B.V. 

Model F.27 Mark 050, 200, 300, 400, 500, 

600, and 700 airplanes; Fokker Services B.V. 

Model F.28 Mark 0070, 0100, 1000, 2000, 

3000, and 4000 airplanes; certificated in any 

category; all serial numbers. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include a new Critical Design Configuration 

Control Limitation (CDCCL). Compliance 

with this CDCCL is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by this AD, the operator 

may not be able to accomplish the actions 

described in the revisions. In this situation, 

to comply with 14 CFR 91.403(c), the 

operator must request approval for an 

alternative method of compliance (AMOC) 

according to paragraph (j)(1) of this AD. The 

request should include a description of 

changes to the required inspections that will 

ensure the continued operational safety of 

the airplane. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

[T]he Federal Aviation Administration 

(FAA) has published Special Federal 

Aviation Regulation (SFAR) 88, and the Joint 

Aviation Authorities (JAA) have published 

Interim Policy INT/POL/25/12. The review 

conducted by Fokker Services on the Fokker 

F27 and F28 type designs in response to 

these regulations revealed that, under certain 

failure conditions, a short circuit can develop 

in the fuel pilot valve solenoid or in the 

wiring to the solenoid. Such a short circuit 

may result in an ignition source in the wing 

tank vapour space. 

This condition, if not corrected, could 

result in a wing fuel tank explosion and 

consequent loss of the aeroplane. 

* * * * * 

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 of Fuses Packed in Jiffy 

Junctions 

(g) Within 24 months after the effective 

date of this AD, re-work the wiring and 

install the fuses packed in jiffy junctions (i.e., 

crimped wire in-line junction device), in 

accordance with the Accomplishment 

Instructions of the applicable Fokker service 

bulletin identified in table 1 of this AD. 

TABLE 1—Service Bulletins 

Fokker Service Bulletin— Dated— 

SBF50–28–024, including Drawing W7916–057, Sheets 006 and 007, Issue E, dated June 23, 2010, Drawing W7987–520, 

Sheets 1 and 2, dated October 24, 2005, and Manual Change Notification—Maintenance Document MCNM–F50–070, 

dated June 23, 2010.

June 23, 2010. 

SBF28–28–051, including Drawing W57231, Sheets 010 and 011, Issue K, dated June 23, 2010, Drawing W58048, Sheet 2, 

dated April 29, 2010, and Manual Change Notification—Maintenance Document MCNM–F28–034, dated June 23, 2010.

June 23, 2010. 

SBF27–28–069, including Drawing W7202–138, Sheets 001 and 002, Issue B, dated June 23, 2010, and Manual Change Notification—Maintenance Document MCNM–F27–025, dated June 23, 2010.June 23, 2010. 

SBF100–28–042, including Drawing W41192, Sheet 012, Issue AG, dated June 23, 2010, Drawing W59520, Sheet 1, Issue 

A, dated April 29, 2010, and Manual Change Notification—Maintenance Document MCNM–F100–129, dated June 23, 2010.

June 23, 2010. 

Critical Design Configuration Control 

Limitation (CDCCL) 

(h) Before further flight after doing the 

actions required by paragraph (g) of this AD: 

Revise the aircraft maintenance program by 

incorporating the CDCCL specified in 

paragraph 1.L.(1)(c) of the applicable Fokker 

service bulletins identified in table 1 of this 

AD. 

No Alternative Actions, Intervals, and/or 

CDCCLs 

(i) After accomplishing the revision 

required by paragraph (h) of this AD, no 

alternative CDCCLs may be used unless the 

CDCCLs are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (j) of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

Although European Aviation Safety Agency 

(EASA) Airworthiness Directive 2010–0195, 

dated September 29, 2010, specifies revising 

the maintenance program to include 

maintaining CDCCLs, this AD only requires 

the revision. Requiring a revision of the 

maintenance program, rather than requiring 

maintaining CDCCLs, requires operators to 

record AD compliance only at the time the 

revision is made. Maintaining CDCCLs 

specified in the airworthiness limitations 

must be complied with in accordance with 

14 CFR 91.403(c). 

Other FAA AD Provisions 

(j) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance: 

The Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the International Branch, send it 

to ATTN: Tom Rodriguez, Aerospace 

Engineer, International Branch, ANM–116, 

Transport Airplane Directorate, FAA 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone 425–227–1137; fax 

425–227–1149. Information may be e-mailed 

to: 9-ANM-116-AMOC-REQUESTS@faa.gov. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

Related Information 

(k) Refer to MCAI EASA Airworthiness 

Directive 2010–0195, dated September 29, 

2010, and the Fokker service bulletins 

identified in table 1 of this AD, for related 

information. 

Issued in Renton, Washington, on June 14, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–15360 Filed 6–20–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No Docket No. FAA–2011–0527; 

Airspace Docket No. 11–AWA–2] 

RIN 2120–AA66 

Proposed Amendment of Class C 

Airspace; Palm Beach International 

Airport, FL 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1