Federal Register / Vol. 77, No. 11 / Wednesday, January 18, 2012 / Rules and Regulations 2439 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the typecertification basis for the GVI. 

In lieu of the requirements of 

§ 25.1353(c)(1) through (c)(4) at 

amendment 25–42, lithium batteries and 

battery installations on the GVI must be 

designed and installed as follows: 

(1) Safe lithium battery-cell 

temperatures and pressures must be 

maintained during any charging or 

discharging condition, and during any 

failure of the battery-charging or batterymonitoring system not shown to be 

extremely remote. The lithium-battery 

installation must preclude explosion in 

the event of those failures. 

(2) Design of lithium batteries must 

preclude the occurrence of selfsustaining, uncontrolled increases in 

temperature or pressure. 

(3) No explosive or toxic gases 

emitted by any lithium battery in 

normal operation, or as the result of any 

failure of the battery-charging or batterymonitoring system, or battery 

installation which is not shown to be 

extremely remote, may accumulate in 

hazardous quantities within the 

airplane. 

(4) Installations of lithium batteries 

must meet the requirements of 14 CFR 

25.863(a) through (d). 

(5) No corrosive fluids or gases that 

may escape from any lithium battery 

may damage surrounding structure or 

any adjacent systems, equipment, or 

electrical wiring of the airplane in such 

a way as to cause a major or more-severe 

failure condition, as determined in 

accordance with 14 CFR 25.1309(b). 

(6) Each lithium-battery installation 

must have provisions to prevent any 

hazardous effect on structure or 

essential systems caused by the 

maximum amount of heat the battery 

can generate during a short circuit of the 

battery or of its individual cells. 

(7) Lithium-battery installations must 

have a system to control automatically 

the charging rate of the battery to 

prevent battery overheating or 

overcharging, and 

(i) A battery-temperature-sensing and 

over-temperature-warning system with a 

means to automatically disconnect the 

battery from its charging source in the 

event of an over-temperature condition 

or, 

(ii) A battery-failure sensing-andwarning system with a means to 

automatically disconnect the battery 

from its charging source in the event of 

battery failure. 

(8) Any lithium-battery installation, 

the function of which is required for 

safe operation of the airplane, must 

incorporate a monitoring-and-warning 

feature that will provide an indication 

to the appropriate flight crewmembers 

whenever the state-of-charge of the 

batteries has fallen below levels 

considered acceptable for dispatch of 

the airplane. 

(9) The instructions for continued 

airworthiness required by § 25.1529 

(and § 26.11) must contain maintenance 

steps to assure that the lithium batteries 

are sufficiently charged at appropriate 

intervals specified by the battery 

manufacturer. The instructions for 

continued airworthiness must also 

contain procedures to ensure the 

integrity of lithium batteries in spares 

storage to prevent the replacement of 

batteries, the function of which are 

required for safe operation of the 

airplane, with batteries that have 

experienced degraded charge-retention 

ability or other damage due to 

prolonged storage at a low state-ofcharge. Precautions should be included 

in the continued-airworthiness 

maintenance instructions to prevent 

mishandling of lithium batteries, which 

could result in a short circuit or other 

unintentional damage that could result 

in personal injury or property damage. 

GAC must show compliance with the 

requirements of these special conditions 

by test and/or analysis. The aircraft 

certification office, or its designees, will 

find compliance in coordination with 

the FAA Transport Standards Staff. 

Note 1: The term ‘‘sufficiently charged’’ 

means that the battery retains enough of a 

charge, expressed in ampere-hours, to ensure 

that the battery cells are not damaged. A 

battery cell may be damaged by reducing the 

battery’s charge below a point where the 

battery’s ability to charge and retain a full 

charge is reduced. This reduced charging and 

charge-retention capability would be greater 

than the reduction that may result from 

normal operational degradation. 

Note 2: These special conditions are not 

intended to replace § 25.1353(c) in the 

certification basis of the GVI. These special 

conditions apply only to lithium batteries 

and rechargeable lithium-battery-system 

installations. The requirements of 

§ 25.1353(c) remain in effect for batteries and 

battery installations on the GVI that do not 

use lithium batteries. 

Issued in Renton, Washington, on January 

9, 2012. 

K.C. Yanamura, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–798 Filed 1–17–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0014; Directorate 

Identifier 2011–CE–044–AD; Amendment 

39–16915; AD 2011–27–51] 

RIN 2120–AA64 

Airworthiness Directives; Hawker 

Beechcraft Corporation Models 1900, 

1900C, and 1900D Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Hawker Beechcraft Corporation Models 

1900, 1900C, and 1900D airplanes. This 

emergency AD was sent previously to 

all known U.S. owners and operators of 

these airplanes. This AD requires 

inspecting the elevator bob-weight and 

attaching linkage for correct installation 

and for damage or deformation to the 

weight and/or weight bracket with 

corrective action as necessary. This AD 

was prompted by reports of the elevator 

bob-weight (stabilizer weight) traveling 

past its stop bolt, which allowed the 

attaching linkage to move over-center, 

resulting in reduced nose down elevator 

control, which could result in loss of 

control of the airplane. We are issuing 

this AD to detect and correct conditions 

that could result in reduced nose down 

elevator control and loss of control of 

the airplane. 

DATES: This AD is effective January 18, 

2012 to all persons except those persons 

to whom it was made immediately 

effective by Emergency AD 2011–27–51, 

issued on December 23, 2011, which 

contained the requirements of this 

amendment. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication identified in the 

AD as of January 18, 2012. 

We must receive comments on this 

AD by March 5, 2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 


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2440 Federal Register / Vol. 77, No. 11 / Wednesday, January 18, 2012 / Rules and Regulations 

• 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: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact Hawker Beechcraft 

Corporation at P.O. Box 85, Wichita, 

Kansas 67201–0085; telephone: (800) 

429–5372 or (316) 676–3140; Internet: 

http://pubs.hawkerbeechcraft.com. 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (phone: 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT ONE

OF THE FOLLOWING: 

• Paul DeVore, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport 

Road, Room 100, Wichita, Kansas 

67209; telephone: (316) 946–4142; 

fax: (316) 946–4107; email: 

paul.devore@faa.gov; or 

• Don Ristow, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport 

Road, Room 100, Wichita, Kansas 

67209; telephone: (316) 946–4120; 

fax: (316) 946–4107; email: 

donald.ristow@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On December 23, 2011, we issued 

Emergency AD 2011–27–51, which 

requires inspecting the elevator bobweight and attaching linkage for correct 

installation and for damage or 

deformation to the weight and/or weight 

bracket with corrective action as 

necessary. This AD was prompted by 

the following reports of the elevator 

bob-weight (stabilizer weight) traveling 

past its stop bolt, which allowed the 

attaching linkage to move over-center, 

reducing nose down elevator control. 

In one instance, a Model 1900C 

airplane experienced jammed elevators 

on take-off after a loud bang was heard 

in the cockpit shortly after rotation. The 

flight crew noticed that they were 

unable to move the control column to a 

nose down position. Elevator movement 

was only available between neutral to 

full deflection nose up. The airplane 

pitch was controlled with the elevator 

trim and the airplane returned to base, 

landing safely. Upon inspection, 

mechanics noticed that the bob-weight 

interconnect link, part number (p/n) 

101–524112–1, was upside down and 

trailing forward from the control 

column weld assembly instead of 

trailing aft as it should. With the link 

traveled over-center, the geometry of the 

bob-weight was completely changed 

relative to its stop. This condition made 

the bob-weight hit its stop mid-travel, 

where it should actually have positive 

clearance from its stop at the full nose 

down position. The elevator could now 

only move between nose full up and 

neutral. 

In another instance, on a Model 

1900D airplane, during the takeoff roll 

the elevator controls felt heavy and 

appeared to be jammed/sticking, 

requiring more force than usual to 

rotate. The crew then aborted the takeoff 

run. Subsequent investigation revealed 

that the elevator bob-weight attaching 

link assembly traveled over-center, thus 

preventing full nose down elevator 

control authority. 

The Model 1900 airplanes have the 

same type design and thus are subject to 

this unsafe condition. 

This condition, if not corrected, could 

result in reduced nose down elevator 

control and loss of airplane control. 

Relevant Service Information 

We reviewed Hawker Beechcraft 

Corporation Safety Communique ́ #321, 

dated December 2011. The service 

information provides information to 

assist in doing the actions of this AD. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires inspecting the 

elevator bob-weight and attaching 

linkage for correct installation and for 

damage or deformation to the weight 

and/or weight bracket with corrective 

action as necessary. 

Interim Action 

We consider this AD interim action to 

address the immediate unsafe condition 

affecting these airplanes. We may take 

further AD action at a later date. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because the elevator stabilizer 

weight (bob-weight) could move overcenter resulting in reduced nose down 

elevator control, which could result in 

loss of control of the airplane. 

Therefore, we find that notice and 

opportunity for prior public comment 

are impracticable and that good cause 

exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2012–0014 and Directorate 

Identifier 2011–CE–044–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of 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 AD. 

Costs of Compliance 

We estimate that this AD affects 300 

airplanes. 

We estimate the following costs to 

comply with this AD: 


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Federal Register / Vol. 77, No. 11 / Wednesday, January 18, 2012 / Rules and Regulations 2441 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspection of the elevator bob-weight and 

attaching linkage.

1 work-hour × $85 per hour = $85 ........... Not applicable ........... $85 $25,500 

The on-condition costs for any 

corrective action that may be necessary 

based on the above inspection would 

vary from airplane to airplane, and we 

have no way of determining that cost. 

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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 airworthiness 

directive (AD): 

2011–27–51 Hawker Beechcraft Corporation: 

Amendment 39–16915 ; Docket No. 

FAA–2012–0014; Directorate Identifier 

2011–CE–044–AD. 

(a) Effective Date 

This AD is effective January 18, 2012, to all 

persons except those persons to whom it was 

made immediately effective by Emergency 

AD 2011–27–51, issued on December 23, 

2011, which contained the requirements of 

this amendment. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the following Hawker 

Beechcraft Corporation airplanes, certificated 

in any category: 

Models Serial Nos. 

(1) 1900 ............ UA–3. 

(2) 1900C ......... UB–1 through UB–74 and 

UC–1 through UC–174. 

(3) 1900C (Military).UD–1 through UD–6. 

(4) 1900D ......... UE–1 through UE–439. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by reports of the 

elevator bob-weight (stabilizer weight) 

traveling past its stop bolt, which allowed the 

attaching linkage to move over-center. We are 

issuing this AD to detect and correct 

conditions that could result in reduced nose 

down elevator control and loss of control of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections 

Within the next 10 hours time-in-service 

after January 18, 2012 (the effective date of 

this AD), inspect the elevator bob-weight 

installation for the following conditions. Use 

Hawker Beechcraft Corporation Safety 

Communique ́ #321, dated December 2011. 

Note: The term ‘‘nose down’’ corresponds 

to the airplane nose down, down elevator, 

and control column forward position as used 

in this AD and Hawker Beechcraft 

Corporation Safety Communique ́ #321, dated 

December 2011. 

(1) The correct positioning of the elevator 

control column link assembly, (part number 

(P/N) 101–524112–1 (1900/1900C) or P/N 

101–524112–5 (1900D)). With the elevator 

control column in the full nose down 

position (control column forward), the link 

must form an angle between the link 

attachment point at the control column and 

the bell crank pivot point as shown in the 

Hawker Beechcraft Corporation Safety 

Communique ́ photo labeled ‘‘Correct Link 

Orientation.’’ The link should be trailing aft 

from the control column assembly. 

(2) The clearance of the bob-weight stop 

bolt. With the elevator control column in the 

full nose down position (control column 

forward), the stabilizer weight stop bolt must 

have positive clearance with the face of the 

stabilizer weight. 

(3) The condition of the bob-weight and 

alignment with the stop bolt. Inspect for 

evidence of scraping along either side of the 

weight by the stop bolt. With side pressure 

applied by hand to the stabilizer weight, no 

part of the stop bolt should protrude beyond 

the face of the stabilizer weight on either 

edge. 

(4) The condition of the bob-weight support 

bracket. Inspect for evidence of damage or 

deformation by contact with the weight 

assembly. 

(h) Corrective Actions 

If any discrepancies are found in the 

inspections required in paragraph (g) of this 

AD, before further flight, do the following: 

(1) Contact Hawker Beechcraft Corporation 

Technical Support by telephone at (800) 429– 

5372 or (316) 676–3140 to obtain FAAapproved repair or replacement instructions. 

(2) Incorporate the repair or replacement 

specified in the FAA-approved instructions. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Wichita Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 


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2442 Federal Register / Vol. 77, No. 11 / Wednesday, January 18, 2012 / Rules and Regulations 

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. 

(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. 

(j) Related Information 

For more information about this AD, 

contact one of the following: 

(i) Paul DeVore, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport Road, 

Room 100, Wichita, Kansas 67209; telephone: 

(316) 946–4142; fax: (316) 946–4107; email: 

paul.devore@faa.gov; or 

(ii) Don Ristow, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport Road, 

Room 100, Wichita, Kansas 67209; telephone: 

(316) 946–4120; fax: (316) 946–4107; email: 

donald.ristow@faa.gov. 

(k) Material Incorporated by Reference 

(1) You must use Hawker Beechcraft 

Corporation Safety Communique ́ #321, dated 

December 2011, to do the actions required by 

this AD, unless the AD specifies otherwise. 

The Safety Communique ́ #321 references 

Hawker Beechcraft Corporation Mandatory 

Service Bulletin 27–3739, but that service 

bulletin is not required to do the actions of 

this AD. The Director of the Federal Register 

approved the incorporation by reference 

(IBR) under 5 U.S.C. 552(a) and 1 CFR part 

51. 

(2) For service information identified in 

this AD, contact Hawker Beechcraft 

Corporation at P.O. Box 85, Wichita, Kansas 

67201–0085; telephone: (800) 429–5372 or 

(316) 676–3140; Internet: http:// 

pubs.hawkerbeechcraft.com. 

(3) You may review copies of the service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, call 

(816) 329–4148. 

(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/ 

cfr/ibr_locations.html. 

Issued in Kansas City, Missouri, on January 

6, 2012. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–604 Filed 1–17–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1221; Directorate 

Identifier 2008–NM–097–AD; Amendment 

39–16881; AD 2011–25–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for The 

Boeing Company Model 767 airplanes. 

This AD requires installing new panel 

assemblies in the main equipment 

center or on the forward cargo 

compartment sidewall and removing 

certain relays from some panels in the 

main equipment center. This AD also 

requires revising the maintenance 

program to incorporate Airworthiness 

Limitations (AWLs) No. 28–AWL–27 

and No. 28–AWL–28. This AD also 

includes an alternative location for the 

installation of the new panel assemblies 

for airplanes that have the optional 

water system drain plumbing and 

changing the interconnecting wiring 

between the P141 panel and the P36 and 

P37 panels. For airplanes with a 

deactivated center fuel tank, this AD 

also requires an alternative functional 

test for the left and right override/ 

jettison pumps. We are issuing this AD 

to prevent possible sources of ignition 

in a fuel tank caused by electrical fault 

or uncommanded dry operation of the 

main tank boost pumps and center 

auxiliary tank override and jettison 

pumps. This AD was prompted by fuel 

system reviews conducted by the 

manufacturer. An ignition source in the 

fuel tank could result in a fire or an 

explosion and consequent loss of the 

airplane. 

DATES: This AD is effective February 22, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of February 22, 2012. 

The Director of the Federal Register 

previously approved the incorporation 

by reference of certain other 

publications listed in this AD as of 

January 12, 2010 (74 FR 68515, 

December 28, 2009). 

The Director of the Federal Register 

previously approved the incorporation 

by reference of certain other 

publications listed in this AD as of 

September 9, 2009 (74 FR 38905, August 

5, 2009). 

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; 

telephone (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. 

Examining the AD Docket 

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 (phone: (800) 647–5527) 

is 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: 

Elias Natsiopoulos, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6478; fax: (425) 917–6590; email: 

elias.natsiopoulos@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (NPRM) to amend 

14 CFR part 39 to include an 

airworthiness directive (AD) that would 

apply to the specified products. That 

supplemental NPRM published in the 

Federal Register on April 5, 2011 (76 FR 

18664). That supplemental NPRM 

proposed to require installing new panel 

assemblies in the main equipment 

center or on the forward cargo 

compartment sidewall and removing 

certain relays from some panels in the 

main equipment center. That 

supplemental NPRM also proposed to 

require revising the maintenance 

program to incorporate Airworthiness 

Limitations (AWLs) No. 28–AWL–27 

and No. 28–AWL–28. For certain 

airplanes that supplemental NPRM 

proposed to require prior or concurrent 


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