23568 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

constitutes compliance with the 

consumer disclosure requirement in 

paragraph (b) of this section. 

(3) Additional content limitations. If 

the notice is a separate document, 

nothing other than the following items 

may appear with the notice: 

(i) Your name and address; 

(ii) An identification of the debt to be 

cosigned (e.g., a loan identification 

number); 

(iii) The date (of the transaction); and 

(iv) The statement, ‘‘This notice is not 

the contract that makes you liable for 

the debt.’’ 

(d) Cosigner defined. (1) Cosigner 

means a natural person who assumes 

liability for the obligation of a consumer 

without receiving goods, services, or 

money in return for the obligation, or, 

in the case of an open-end credit 

obligation, without receiving the 

contractual right to obtain extensions of 

credit under the account. 

(2) Cosigner includes any person 

whose signature is requested as a 

condition to granting credit to a 

consumer, or as a condition for 

forbearance on collection of a 

consumer’s obligation that is in default. 

The term does not include a spouse or 

other person whose signature is 

required on a credit obligation to perfect 

a security interest pursuant to state law. 

(3) A person who meets the definition 

in this paragraph is a cosigner, whether 

or not the person is designated as such 

on a credit obligation. 

§ 535.14 Unfair late charges. 

(a) Prohibition. In connection with 

collecting a debt arising out of an 

extension of credit to a consumer, it is 

an unfair act or practice for you, directly 

or indirectly, to levy or collect any 

delinquency charge on a payment, when 

the only delinquency is attributable to 

late fees or ydelinquency charges 

assessed on earlier installments and the 

payment is otherwise a full payment for 

the applicable period and is paid on its 

due date or within an applicable grace 

period. 

(b) Collecting a debt defined— 

Collecting a debt means, for the 

purposes of this section, any activity, 

other than the use of judicial process, 

that is intended to bring about or does 

bring about repayment of all or part of 

money due (or alleged to be due) from 

a consumer. 

Appendix to Part 535—Official Staff 

Commentary 

Subpart A—General Provisions 

Section 535.1 Authority, Purpose, and 

Scope. 

1(c) Scope 

1. Penalties for noncompliance. 

Administrative enforcement of the rule 

for savings associations may involve 

actions under section 8 of the Federal 

Deposit Insurance Act (12 U.S.C. 1818), 

including cease-and-desist orders 

requiring that actions be taken to 

remedy violations and civil money 

penalties. 

2. Application to subsidiaries. The 

term ‘‘savings association’’ as used in 

this Appendix also includes 

subsidiaries owned in whole or in part 

by a savings association. 

Dated: April 27, 2010. 

By the Office of Thrift Supervision. 

John E. Bowman, 

Acting Director. 

[FR Doc. 2010–10196 Filed 5–3–10; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1250; Directorate 

Identifier 2008–NM–169–AD; Amendment 

39–16276; AD 2010–09–11] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146–100A, –200A, and –300A 

Series Airplanes, and Model Avro 146– 

RJ70A, 146–RJ85A, and 146–RJ100A 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. This 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: 

In 1991, the UK Civil Aviation Authority 

(CAA) issued AD 015–08–91 [which 

corresponds to FAA AD 93–01–11], requiring 

the accomplishment of inspections of, and in 

case of crack findings, corrective actions on, 

the wing top skin at rib ‘0’ of premodification HCM00851C BAe 146 series 

aircraft in accordance with British Aerospace 

Service Bulletin (SB) 57–41 dated 26 July 

1991. Recently, BAE Systems (Operations) 

Ltd has determined that a revised inspection 

programme for the wing top skin and joint 

strap at rib ‘0’ on all BAe 146 and AVRO 

146–RJ aircraft is necessary to assure the 

continued structural integrity of this area. 

Cracking of the wing centre section top skin, 

if undetected, could lead to structural failure 

and consequent loss of the aircraft. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective June 

8, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 8, 2010. 

On March 2, 1993 (58 FR 6081, 

January 26, 1993), the Director of the 

Federal Register approved the 

incorporation by reference of a certain 

other publication listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on January 12, 2010 (75 FR 

1563), and proposed to supersede AD 

93–01–11, Amendment 39–8465 (58 FR 

6081, January 26, 1993). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

In 1991, the UK Civil Aviation Authority 

(CAA) issued AD 015–08–91 [which 

corresponds to FAA AD 93–01–11], requiring 

the accomplishment of inspections of, and in 

case of crack findings, corrective actions on, 

the wing top skin at rib ‘0’ of premodification HCM00851C BAe 146 series 

aircraft in accordance with British Aerospace 

Service Bulletin (SB) 57–41 dated 26 July 

1991. Recently, BAE Systems (Operations) 

Ltd has determined that a revised inspection 

programme for the wing top skin and joint 

WReier-Aviles on DSKGBLS3C1PROD with RULES

Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 23569 

strap at rib ‘0’ on all BAe 146 and AVRO 

146–RJ aircraft is necessary to assure the 

continued structural integrity of this area. 

Cracking of the wing centre section top skin, 

if undetected, could lead to structural failure 

and consequent loss of the aircraft. 

For the reasons described above, this new 

EASA [European Aviation Safety Agency] AD 

supersedes UK CAA AD 015–08–91 and 

requires repetitive high-frequency eddy 

current (HFEC), radiographic, ultrasonic, and 

detailed visual inspections [for cracking and 

corrosion] of the wing top skin and joint 

strap at rib ‘0’, the reporting of all inspection 

results to BAE Systems and, in case of 

findings, the accomplishment of corrective 

actions. 

The corrective actions include repairing 

cracking and corrosion, and contacting 

BAE Systems (Operations) Limited for 

repair instructions and doing the repair. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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 required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Explanation of Change to Costs of 

Compliance 

After the NPRM was issued, we 

reviewed the figures we have used over 

the past several years to calculate AD 

costs to operators. To account for 

various inflationary costs in the airline 

industry, we find it necessary to 

increase the labor rate used in these 

calculations from $80 per work hour to 

$85 per work hour. The cost impact 

information, below, reflects this 

increase in the specified hourly labor 

rate. 

Costs of Compliance 

We estimate that this AD will affect 

about 1 product of U.S. registry. 

The actions that are required by AD 

93–01–11 and retained in this AD take 

about 4 work-hours per product, at an 

average labor rate of $85 per work hour. 

Based on these figures, the estimated 

cost of the currently required actions is 

$340 per product. 

We estimate that it will take about 4 

work-hours per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of this AD to the U.S. 

operators to be $340. 

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 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 this AD: 

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 AD and placed it in the AD docket. 

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 the NPRM, 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. 

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 

removing Amendment 39–8465 (58 FR 

6081, January 26, 1993) and adding the 

following new AD: 

2010–09–11 BAE Systems (Operations) 

Limited: Amendment 39–16276. Docket 

No. FAA–2009–1250; Directorate 

Identifier 2008–NM–169–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective June 8, 2010. 

Affected ADs 

(b) The AD supersedes AD 93–01–11, 

Amendment 39–8465. 

Applicability 

(c) This AD applies to all BAE SYSTEMS 

(Operations) Limited Model BAe 146–100A, 

–200A, and –300A series airplanes, and 

Model Avro 146–RJ70A, 146–RJ85A, and 

146–RJ100A airplanes; certificated in any 

category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

In 1991, the UK Civil Aviation Authority 

(CAA) issued AD 015–08–91 [which 

corresponds to FAA AD 93–01–11], requiring 

the accomplishment of inspections of, and in 

case of crack findings, corrective actions on, 

the wing top skin at rib ‘0’ of preWReier-Aviles on DSKGBLS3C1PROD with RULES

23570 Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 

modification HCM00851C BAe 146 series 

aircraft in accordance with British Aerospace 

Service Bulletin (SB) 57–41 dated 26 July 

1991. Recently, BAE Systems (Operations) 

Ltd has determined that a revised inspection 

programme for the wing top skin and joint 

strap at rib ‘0’ on all BAe 146 and AVRO 

146–RJ aircraft is necessary to assure the 

continued structural integrity of this area. 

Cracking of the wing centre section top skin, 

if undetected, could lead to structural failure 

and consequent loss of the aircraft. 

For the reasons described above, this new 

EASA [European Aviation Safety Agency] AD 

supersedes UK CAA AD 015–08–91 and 

requires repetitive high-frequency eddy 

current (HFEC), radiographic, ultrasonic, and 

detailed visual inspections [for cracking and 

corrosion] of the wing top skin and joint 

strap at rib ‘0’, the reporting of all inspection 

results to BAE Systems and, in case of 

findings, the accomplishment of corrective 

actions. 

The corrective actions include repairing 

cracking and corrosion, and contacting BAE 

Systems (Operations) Limited for repair 

instructions and doing the repair. 

Restatement of Requirements of AD 93–01– 

11, With No Changes 

(f) Unless already done, for Model BAe 

146–100A, –200A, and –300A series 

airplanes: Prior to the accumulation of 24,000 

landings, or within 60 days after March 2, 

1993 (the effective date of AD 93–01–11), 

whichever occurs later: Perform an X-ray 

inspection to detect fatigue cracks in the left 

and right wing upper skins, joint straps, and 

stringers in the vicinity of rib ‘‘0,’’ in 

accordance with British Aerospace 

Inspection Service Bulletin 57–41, dated July 

26, 1991. Doing the inspection required by 

paragraph (g)(1) of this AD terminates the 

inspection required by this paragraph. 

(1) If cracks are found, prior to further 

flight, repair in accordance with a method 

approved by the Manager, Standardization 

Branch, ANM–113, Transport Airplane 

Directorate, FAA; or the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA. As of the effective 

date of this AD, repair in accordance with a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA. Thereafter, repeat 

the inspection required by paragraph (f) of 

this AD at intervals not to exceed 9,000 

landings, in accordance with British 

Aerospace Inspection Service Bulletin 57–41, 

dated July 26, 1991, until the initial 

inspection required by paragraph (g)(1) of 

this AD is accomplished. 

(2) If no cracks are found, repeat the 

inspection required by paragraph (f) of this 

AD at intervals not to exceed 9,000 landings, 

in accordance with British Aerospace 

Inspection Service Bulletin 57–41, dated July 

26, 1991, until the initial inspection required 

by paragraph (g)(1) of this AD is 

accomplished. 

New Requirements of This AD 

(g) Unless already done, do the following 

actions. 

Note 1: The instructions of BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–070, dated October 15, 2007, 

which is the subject of this AD, are divided 

into two parts; consequently, the statement in 

paragraph 1.C. of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

070, dated October 15, 2007, that there are 

three parts is incorrect and can be 

disregarded. 

(1) At the applicable compliance time 

specified in paragraph (g)(1)(i) or (g)(1)(ii) of 

this AD: Do an HFEC inspection of the front 

and rear spar flanges, a detailed visual 

inspection of the stringers, and a detailed 

visual inspection of the stringer crown 

fittings, all at the rib ‘‘0’’ joint strap, for 

cracking and corrosion, and do all applicable 

corrective actions, in accordance with ‘‘Part 

1’’ of paragraph 2.C., ‘‘Inspection,’’ of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–070, dated October 

15, 2007. Repeat the inspections thereafter at 

intervals not to exceed 4,000 flight cycles. Do 

all applicable corrective actions before 

further flight. Accomplishment of these 

initial inspections terminates the inspections 

required by paragraphs (f), (f)(1), and (f)(2) of 

this AD. 

(i) For airplanes on which an inspection 

was not done in accordance with 

Supplemental Structural Inspection (SSI) 57– 

10–101 (MPD 571001–DVI–10000–1) as of 

the effective date of this AD: Prior to the 

accumulation of 20,000 total flight cycles, or 

within 4,000 flight cycles after the effective 

date of this AD, whichever occurs later. 

(ii) For airplanes on which an inspection 

was done in accordance with SSI 57–10–101 

(MPD 571001–DVI–10000–1) as of the 

effective date of this AD: Within 3,000 flight 

cycles after the effective date of this AD. 

(2) At the applicable compliance time 

specified in paragraph (g)(2)(i) or (g)(2)(ii) of 

this AD: Do detailed visual and HFEC 

inspections to detect cracking and corrosion 

of the rib ‘‘0’’ strap, a radiographic inspection 

of the rib ‘‘0’’ joint, and an ultrasonic 

inspection of the skin at the rib ‘‘0’’ joint 

strap, and do all applicable corrective 

actions, in accordance with ‘‘PART 2’’ of 

paragraph 2.C. ‘‘Inspection’’ of BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–070, dated October 15, 2007. 

Do all applicable corrective actions before 

further flight. Repeat the inspections 

thereafter at intervals not to exceed 4,000 

flight cycles. 

(i) For airplanes on which an inspection 

was not done in accordance with SSI 57–10– 

102 and 57–10–102A (MPD 571002–SDI– 

10000–1 and 571002–SDI–10000–2) as of the 

effective date of this AD: Before the 

accumulation of 24,000 total flight cycles, or 

within 4,000 flight cycles after the effective 

date of this AD, whichever occurs later. 

(ii) For airplanes on which an inspection 

was done in accordance with SSI 57–10–102 

or 57–10–102A (MPD 571002–SDI–10000–1 

or 571002–SDI–10000–2) as of the effective 

date of this AD: Within 3,000 flight cycles 

after the effective date of this AD. 

(3) Submit a report of the findings (both 

positive and negative) of the initial 

inspections required by paragraphs (g)(1) and 

(g)(2) of this AD to BAE Systems (Operations) 

Limited, at the applicable time specified in 

paragraph (g)(3)(i) or (g)(3)(ii) of this AD. The 

report must include the inspection results, a 

description of any discrepancies found, the 

airplane serial number, and the number of 

landings and flight hours on the airplane. 

Send reports to Customer Liaison, Customer 

Support (Building 37), BAE SYSTEMS 

(Operations) Limited, Prestwick International 

Airport, Ayrshire, KA9 2RW, Scotland; fax 

+44 (0) 1292 675432; e-mail 

raengliaison@baesystems.com. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

(4) Accomplishment of any repair does not 

constitute terminating action for the 

inspection requirements of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(i) Refer to MCAI European Aviation Safety 

Agency (EASA) Airworthiness Directive 

2008–0168, dated September 2, 2008; British 

Aerospace Inspection Service Bulletin 57–41, 

dated July 26, 1991; and BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–070, dated October 15, 2007; 

for related information. 

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Federal Register / Vol. 75, No. 85 / Tuesday, May 4, 2010 / Rules and Regulations 23571 

Material Incorporated by Reference 

(j) You must use British Aerospace 

Inspection Service Bulletin 57–41, dated July 

26, 1991; and BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

070, dated October 15, 2007; as applicable; to 

do the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–070, 

dated October 15, 2007, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of British Aerospace Inspection 

Service Bulletin 57–41, dated July 26, 1991, 

on March 2, 1993 (58 FR 6081, January 26, 

1993). 

(3) For service information identified in 

this AD, contact BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; email raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington on April 22, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–9944 Filed 5–3–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0032; Directorate 

Identifier 2009–NM–213–AD; Amendment 

39–16277; AD 2010–09–12] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Corporation Model DC–10–10, 

DC–10–10F, DC–10–15, DC–10–30, DC– 

10–30F (KC–10A and KDC–10), DC–10– 

40, DC–10–40F, MD–10–10F, MD–10– 

30F, MD–11, and MD–11F Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model DC–10–10, DC–10–10F, DC–10– 

15, DC–10–30, DC–10–30F (KC–10A 

and KDC–10), DC–10–40, DC–10–40F, 

MD–10–10F, MD–10–30F, MD–11, and 

MD–11F airplanes. This AD requires a 

one-time installation of electrical 

bonding jumpers for the fill valve 

controllers of fuel tanks. This AD results 

from fuel system reviews conducted by 

the manufacturer. We are issuing this 

AD to prevent point-of-contact arcing or 

filament heating damage in the fuel 

tanks, which could result in fuel tank 

explosions and consequent loss of the 

airplane. 

DATES: This AD is effective June 8, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 8, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

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 (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Philip Kush, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; 

telephone (562) 627–5263; fax (562) 

627–5210. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model DC–10–10, DC–10–10F, 

DC–10–15, DC–10–30, DC–10–30F (KC– 

10A and KDC–10), DC–10–40, DC–10– 

40F, MD–10–10F, MD–10–30F, MD–11, 

and MD–11F airplanes. That NPRM was 

published in the Federal Register on 

February 8, 2010 (75 FR 6160). That 

NPRM proposed to require a one-time 

installation of electrical bonding 

jumpers for the fill valve controllers of 

the fuel tanks. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

FedEx supports the NPRM. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD would affect 

267 airplanes of U.S. registry. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this AD. 

TABLE—ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Installation .................. 8 to 24 1 ....... $85 $1,459 to $3,805 1 .... $2,139 to $5,845 1 .... 267 $571,113 to 

$1,560,615 1

1 Depending on airplane group or model. 

WReier-Aviles on DSKGBLS3C1PROD with RULES