68668 Federal Register / Vol. 76, No. 215 / Monday, November 7, 2011 / Proposed Rules 

deteriorate with age. We are issuing this AD 

to prevent ignition of the BMS 8–39 or AMS 

3570 polyurethane foam insulation on the 

duct assemblies of the ECS due to a potential 

electrical arc, which could start a small fire 

and lead to a larger fire that may spread 

throughout the airplane through the ECS. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Air Distribution Duct Rework 

Within 72 months after the effective date 

of this AD, rework the applicable duct 

assemblies in the ECS specified in and in 

accordance with the Accomplishment 

Instructions and Appendix A of Boeing 

Service Bulletin 737–21A1132, Revision 3, 

dated February 16, 2011. 

Note 1: The service bulletin 

accomplishment instructions might refer to 

other procedures. When the words ‘‘refer to’’ 

are used and the operator has an accepted 

alternative procedure, the accepted 

alternative procedure can be used to comply 

with the AD. When the words ‘‘in accordance 

with’’ are included in the instruction, the 

procedure in the design approval holder 

document must be used to comply with the 

AD. 

(h) Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

Reworking the applicable duct assemblies 

in the ECS in accordance with the 

Accomplishment Instructions and Appendix 

A of Boeing Service Bulletin 737–21A1132, 

Revision 2, dated June 13, 2007, before the 

effective date of this AD is acceptable for 

compliance with the corresponding actions 

required by paragraph (g) of this AD. 

(i) Parts Installation 

As of the effective date of this AD, no 

person may install an ECS duct assembly 

with BMS 8–39 or AMS 3570 polyurethane 

foam insulation on any airplane. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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. 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 manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be emailed to: 9-ANM&- 

Seattle-ACO-Requests-faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(k) Related Information 

(1) For more information about this AD, 

contact Kimberly A. DeVoe, Aerospace 

Engineer, Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; phone: (425) 917–6495; fax: (425) 917– 

6590; email: Kimberly.Devoe@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; phone: 

(206) 544–5000, extension 1; fax: (206) 766– 

5680; email: me.boecom@boeing.com; 

Internet: https://www.myboeingfleet.com. 

You may review copies of the referenced 

service information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue SW., 

Renton, Washington. For information on the 

availability of this material at the FAA, call 

(425) 227–1221. 

Issued in Renton, Washington, on October 

26, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–28758 Filed 11–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1169; Directorate 

Identifier 2010–NM–050–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Model F.28 Mark 0100 

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]here have been a number of occurrences 

with Messier-Dowty MLG [main landing 

gear] units where the main fitting failed, due 

to fatigue cracking in the area of the filler and 

bleeder holes, and occurrences where the 

sliding member failed, due to fatigue 

cracking at the area of chrome run-out/lower 

radius of the sliding tube portion of the 

sliding member. 

Investigation has revealed that the most 

probable cause of * * * cracks is high 

compressive stress during braking at higher 

deceleration levels outside the regular fatigue 

load spectrum. [T]he high compressive stress 

locally exceeds the elasticity limit of the 

material, leaving a residual tensile stress at 

release of the heavy braking load. 

Subsequently, this local residual tensile 

stress results in a negative effect on the 

fatigue life of the component. 

This condition, if not detected and 

corrected, could lead to failure of the MLG, 

possibly resulting in loss of control of the 

aeroplane during the landing rollout. * * * 

* * * * * 

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 December 22, 

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 Fokker 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; email: 

technicalservices.fokkerservices@stork.

com; Internet: http://www.

myfokkerfleet.com. 

For Messier-Dowty service 

information identified in this proposed 

AD, contact Messier Services Americas, 

Customer Support Center, 45360 Severn 

Way, Sterling, Virginia 20166–8910; 

telephone: (703) 450–8233; fax: (703) 

404–1621; Internet: https://techpubs.

services.messier-dowty.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 


srobinson on DSK4SPTVN1PROD with PROPOSALS
Federal Register / Vol. 76, No. 215 / Monday, November 7, 2011 / Proposed Rules 68669 

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–2011–1169; Directorate Identifier 

2010–NM–050–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 2009–0269R1, 

dated March 11, 2010 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Since introduction of the F28 Mark 0100 

aeroplane into airline service, there have 

been a number of occurrences with MessierDowty MLG [main landing gear] units where 

the main fitting failed, due to fatigue cracking 

in the area of the filler and bleeder holes, and 

occurrences where the sliding member failed, 

due to fatigue cracking at the area of chrome 

run-out/lower radius of the sliding tube 

portion of the sliding member. 

Investigation has revealed that the most 

probable cause of both the main fitting and 

sliding member cracks is high compressive 

stress during braking at higher deceleration 

levels outside the regular fatigue load 

spectrum. Starting at deceleration stress 

levels somewhat below limit load, the high 

compressive stress locally exceeds the 

elasticity limit of the material, leaving a 

residual tensile stress at release of the heavy 

braking load. Subsequently, this local 

residual tensile stress results in a negative 

effect on the fatigue life of the component. 

This condition, if not detected and 

corrected, could lead to failure of the MLG, 

possibly resulting in loss of control of the 

aeroplane during the landing rollout. To 

address this unsafe condition, the Civil 

Aviation Authority of the Netherlands (CAA– 

NL) issued AD NL–2005–012 (EASA 

approval 2005–6363) [which corresponds to 

FAA 2007–04–23, Amendment 39–14956 (72 

FR 8615, February 27, 2007)] to require 

repetitive inspections of the sliding member 

(Fokker Services SBF100–32–144) and AD 

NL–2006–003 (EASA approval 2006–0041) to 

require repetitive inspections of the main 

fitting (Fokker Services SBF100–32–146). 

Messier-Dowty has now developed a 

modification, resulting in a strengthened 

sliding member and a strengthened main 

fitting, which is the terminating action for 

these repetitive inspections. 

For the reasons described above, this 

[EASA] AD requires the modification and 

reidentification of the affected MLG units, or 

replacement of the affected MLG units with 

modified units. 

This [EASA] AD has been revised to * * * 

state that modification of an aeroplane * * * 

also constitutes terminating action for the 

actions required by CAA–NL AD (BLA) 

2002–115/2 dated October 8, 2004 [which 

partially corresponds to FAA AD 2008–20– 

03, Amendment 39–15682 (73 FR 56452, 

September 29, 2008)]. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Fokker Services B.V. has issued: 

• Fokker Service Bulletin SBF100– 

32–155, dated July 23, 2009; 

• Fokker Service Bulletin SBF100– 

32–097, dated September 30, 1995; 

• Fokker Service Bulletin SBF100– 

32–132, dated December 5, 2001; and 

• Fokker Service Bulletin SBF100– 

32–156, Revision 1, dated June 29, 2009. 

Messier-Dowty has issued Service 

Bulletin F100–32–112, dated July 17, 

2009. 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 4 products of U.S. registry. 

We also estimate that it would take 

about 30 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 about $520,000 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 costs. 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 

$2,090,200, or $522,550 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. 


srobinson on DSK4SPTVN1PROD with PROPOSALS
68670 Federal Register / Vol. 76, No. 215 / Monday, November 7, 2011 / Proposed Rules 

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– 

2011–1169; Directorate Identifier 2010– 

NM–050–AD. 

Comments Due Date 

(a) We must receive comments by 

December 22, 2011. 

Affected ADs 

(b) This AD affects: AD 98–06–26, 

Amendment 39–10404 (63 FR 13502, March 

20, 1998); AD 98–13–32, Amendment 39– 

10623 (63 FR 34581, June 25, 1998); AD 

2004–14–01, Amendment 39–13710 (69 FR 

41391, July 9, 2004); AD 2007–04–23, 

Amendment 39–14956 (72 FR 8615, February 

27, 2007); AD 2008–20–03, Amendment 39– 

15682 (73 FR 56452, September 29, 2008); 

and AD 2010–21–12, Amendment 39–16472 

(75 FR 63042, October 14, 2010). 

Applicability 

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

Model F.28 Mark 0100 airplanes, certificated 

in any category, all serial numbers, equipped 

with Messier-Dowty (formerly Dowty-Rotol, 

Dowty Aerospace Gloucester) main landing 

gear (MLG). 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

[T]here have been a number of occurrences 

with Messier-Dowty MLG [main landing 

gear] units where the main fitting failed, due 

to fatigue cracking in the area of the filler and 

bleeder holes, and occurrences where the 

sliding member failed, due to fatigue 

cracking at the area of chrome run-out/lower 

radius of the sliding tube portion of the 

sliding member. 

Investigation has revealed that the most 

probable cause of * * * cracks is high 

compressive stress during braking at higher 

deceleration levels outside the regular fatigue 

load spectrum. [T]he high compressive stress 

locally exceeds the elasticity limit of the 

material, leaving a residual tensile stress at 

release of the heavy braking load. 

Subsequently, this local residual tensile 

stress results in a negative effect on the 

fatigue life of the component. 

This condition, if not detected and 

corrected, could lead to failure of the MLG, 

possibly resulting in loss of control of the 

aeroplane during the landing rollout. * * * 

* * * * * 

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. 

Actions 

(g) Within 48 months after the effective 

date of this AD, do an inspection of the MLG 

to determine whether Messier-Dowty 

(formerly Dowty-Rotol, Dowty Aerospace 

Gloucester) main landing gear (MLG) units 

having Part Number (P/N) 201072011, 

201072012, 201072013, 201072014, 

201072015, or 201072016 are installed on the 

airplane. A review of airplane maintenance 

records is acceptable in lieu of this 

inspection if the part number of the MLG 

unit can be conclusively determined from 

that review. If any of those part numbers is 

found, do the requirements of paragraph (h) 

of this AD. 

(h) If, during the inspection required by 

paragraph (g) of this AD, any Messier-Dowty 

(formerly Dowty-Rotol, Dowty Aerospace 

Gloucester) main landing gear (MLG) units 

having Part Number (P/N) 201072011, 

201072012, 201072013, 201072014, 

201072015, or 201072016 are found, within 

48 months after the effective date of this AD, 

do the actions specified in paragraph (h)(1) 

or (h)(2) of this AD. 

(1) Replace each MLG unit having P/N 

201072011, 201072012, 201072013, 

201072014, 201072015, or 201072016, with a 

MLG unit having P/N 201072017, P/N 

201072019, or P/N 201072021 (for LH), as 

applicable; or P/N 201072018, P/N 

201072020 or P/N 201072022 (for RH), as 

applicable; in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–32–155, dated July 

23, 2009, and do the actions required in 

paragraph (j) of this AD. 

(2) Modify and re-identify each affected 

MLG unit identified in paragraph (c) of this 

AD, in accordance with the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin F100–32–112, dated July 17, 2009, 

and do the actions required in paragraph (j) 

of this AD. 

Parts Installation 

(i) As of the effective date of this AD, no 

person may install on any airplane a MLG 

unit having P/N 201072011, P/N 201072012, 

P/N 201072013, P/N 201072014, P/N 

201072015, or P/N 201072016. 

Removing Placard and Airplane Flight 

Manual Amendment 

(j) Before further flight after accomplishing 

the actions required by paragraph (h) of this 

AD, remove the airplane flight manual 

amendment and placard that were installed 

as required by AD 2008–20–03, Amendment 

39–15682 (73 FR 56452, September 29, 2008). 

Prior or Concurrent Actions 

(k) Prior to or concurrently with the action 

(replacement or modification) as required by 

paragraph (h) of this AD, accomplish the 

following actions: 

(1) Install the torque link spacer with 

changed outer diameter, in accordance with 

the Accomplishment Instructions of Fokker 

Service Bulletin SBF100–32–097, dated 

September 30, 1995. 

(2) Remove, if installed, the water spray 

deflectors, in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–32–132, dated 

December 5, 2001. 

(3) Replace all P/N AE70690E, P/N 

AE70691E, P/N AE99111E, and P/N 

AE99119E brake quick-disconnect couplings 

with improved units in accordance with Part 

2 of the Accomplishment Instructions of 

Fokker Service Bulletin SBF100–32–156, 

Revision 1, dated June 29, 2009. 

Accomplishing the actions required by this 

paragraph terminates the requirements of AD 

2010–21–12, Amendment 39–16472 (75 FR 

63042, October 14, 2010) for that airplane 

only. 

ADs Affected by Accomplishment of 

Paragraph (h) of This AD 

(l) Accomplishing the actions required by 

paragraph (h) of this AD terminates the 

requirements of the following ADs for that 

airplane only: AD 98–06–26, Amendment 

39–10404 (63 FR 13502, March 20, 1998); AD 

98–13–32, Amendment 39–10623 (63 FR 

34581, June 25, 1998); AD 2007–04–23, 

Amendment 39–14956 (72 FR 8615, February 

27, 2007); and AD 2008–20–03, Amendment 

39–15682 (73 FR 56452, September 29, 2008). 


srobinson on DSK4SPTVN1PROD with PROPOSALS
Federal Register / Vol. 76, No. 215 / Monday, November 7, 2011 / Proposed Rules 68671 

Other AD Affected by Accomplishment of 

Paragraph (h) of This AD 

(m) Accomplishing the actions required by 

paragraph (h) of this AD terminates the 

requirements of AD 2004–14–01, 

Amendment 39–13710 (69 FR 41391, July 9, 

2004), for that airplane only. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(n) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): 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. 

Send information 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. 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 FAA-approved 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 

(o) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2009–0269R1, dated March 11, 

2010; Fokker Service Bulletins SBF100–32– 

155, dated July 23, 2009, SBF100–32–097, 

dated September 30, 1995, SBF100–32–132, 

dated December 5, 2001, and SBF100–32– 

156, Revision 1, dated June 29, 2009; and 

Messier-Dowty Service Bulletin F100–32– 

112, dated July 17, 2009; for related 

information. 

Issued in Renton, Washington, on October 

26, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–28756 Filed 11–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1170; Directorate 

Identifier 2010–NM–264–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A300 B4–600, B4–600R, 

and F4–600R series airplanes, and 

Model C4–605R Variant F airplanes 

(collectively called A300–600 series 

airplanes), and Model A310 series 

airplanes that would supersede an 

existing AD. 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: 

One operator experienced failures of four 

Fuel Level Sensor-Amplifier (FLSA) and 

Multi Tank Indicators (MTI) units. FLSA and 

MTI failures have been identified as having 

been caused by incorrect connector sleeves 

materials fitted to the MTI units. 

Degradation of the electrical insulation 

sleeves of the Low-level indication lamps on 

the MTI of the flight deck can cause a short 

circuit that might result in high voltage being 

conveyed to the high and low level sensors 

in the wing tanks. This condition, if not 

corrected, could cause the level sensor to 

heat above acceptable limits, possibly 

resulting in 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 December 22, 

2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

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

Friday, except Federal holidays. 

For Airbus service information 

identified in this proposed AD, contact 

Airbus SAS–EAW (Airworthiness 

Office), 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone 

+33 5 61 93 36 96; fax +33 5 61 93 44 

51; email: account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. For GE Aviation 

service information identified in this 

proposed AD, contact GE Aviation, 

Customer Support Center, 1 Neumann 

Way, Cincinnati, Ohio 45215; telephone 

(513) 552–3272; email 

cs.techpubs@ge.com; Internet http:// 

www.geaviation.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: 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: 

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–2011–1170; Directorate Identifier 

2010–NM–264–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. 


srobinson on DSK4SPTVN1PROD with PROPOSALS