Federal Register / Vol. 77, No. 152 / Tuesday, August 7, 2012 / Rules and Regulations 46943 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(h) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA) AD No.: 2011–0213R1, dated 

November 8, 2011; and Glasfaser FlugzeugService GmbH Technical Note TN 201–40, 

TN 205–27, TN 206–26, TN 303–25, TN 304– 

12, TN 401–30, TN 501–10, and TN 604–11, 

Revision 1, dated July 14, 2011 (EASA 

translation approval dated September 9, 

2011), for related information. For service 

information related to this AD, contact 

Glasfaser Flugzeug-Service Hansjo ̈rg 

Streifeneder GmbH, D–72582 Grabenstetten, 

Germany; phone: +49(0)73821032, fax: 

+49(0)73821629; email: info@streifly.de; 

Internet: www.streifly.de/. You may review 

copies of the referenced 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. 

(i) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) under 5 

U.S.C. 552(a) and 1 CFR part 51: 

(i) Glasfaser Flugzeug Service GmbH 

Technical Note TN 201–40, TN 205–27, TN 

206–26, TN 303–25, TN 304–12, TN 401–30, 

TN 501–10, and TN 604–11, Revision 1, 

dated July 14, 2011. 

(ii) Reserved. 

(2) For service information identified in 

this AD, contact Glasfaser Flugzeug-Service 

Hansjo ̈rg Streifeneder GmbH, D–72582 

Grabenstetten, Germany; phone: 

+49(0)73821032, fax: +49(0)73821629; email: 

info@streifly.de; Internet: www.streifly.de/. 

(3) You may review copies of the 

referenced 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 an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. 

Issued in Kansas City, Missouri, on July 18, 

2012. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–19088 Filed 8–6–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0480; Directorate 

Identifier 2010–NM–035–AD; Amendment 

39–17139; AD 2012–15–10] 

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 certain 

The Boeing Company Model 747–400 

and 747–400D series airplanes. This AD 

was prompted by a report of an in-flight 

multi-power system loss of the #1, #2, 

and #3 alternating current electrical 

power systems located in the main 

equipment center (MEC). This AD 

requires installing aluminum gutter 

reinforcing brackets to the forward and 

aft drip shield gutters of the MEC; and 

adding a reinforcing fiberglass overcoat 

to the top surface of the MEC drip 

shield, including an inspection for 

cracking and holes in the MEC drip 

shield, and corrective actions if 

necessary. This AD also provides for an 

option to install an MEC drip shield 

drain system, which, if accomplished, 

would extend the compliance time for 

adding the reinforcing fiberglass 

overcoat to the top surface of the MEC 

drip shield. We are issuing this AD to 

prevent water penetration into the MEC, 

which could result in the loss of flight 

critical systems. 

DATES: This AD is effective September 

11, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of September 11, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; 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 (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: 

Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6596; fax: 

425–917–6590; email: 

francis.smith@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to include an 

airworthiness directive (AD) that would 

apply to the specified products. That 

SNPRM published in the Federal 

Register on March 5, 2012 (77 FR 

13043). The original NPRM (75 FR 

27966, May 19, 2010) proposed to 

require installing aluminum gutter 

reinforcing brackets to the forward and 

aft drip shield gutters of the MEC; and 

adding a reinforcing fiberglass overcoat 

to the top surface of the MEC drip 

shield, including an inspection for 

cracking and holes in the MEC drip 

shield, and corrective actions if 

necessary. That NPRM also provided for 

an option to install an MEC drip shield 

drain system, which, if accomplished, 

would extend the compliance time for 

adding the reinforcing fiberglass 

overcoat to the top surface of the MEC 

drip shield. The SNPRM proposed to 

revise the locating dimensions of the 

brackets and change the routing of the 

forward drain tubes. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 13043, 

March 5, 2012) and the FAA’s response 

to each comment. 

Concurrence With Supplemental NPRM 

(77 FR 13043, March 5, 2012) 

Boeing concurs with the contents of 

the proposed rule (77 FR 13043, March 

5, 2012). 

Request To Extend Compliance Time 

United Airlines (UAL) requested an 

extension of the compliance time from 

24 months to 48 months to accomplish 

the actions in paragraph (g)(1) of the 

supplemental NPRM (77 FR 13043, 


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March 5, 2012). UAL stated that based 

on parts availability and its normal 

maintenance schedule, a 48-month 

compliance time would save costs and 

would allow time for the operators to 

perform the terminating action without 

having to perform the interim action, 

which would permanently add 26 lbs. to 

the airplane. 

We do not agree with the commenter’s 

request to extend the compliance time. 

In developing an appropriate 

compliance time for this action, we 

considered the safety implications, parts 

availability, and normal maintenance 

schedules for the timely 

accomplishment of the modification. In 

consideration of these items, as well as 

the reports of multi-power system loss 

affecting flight-critical systems of an 

airplane in flight, we have determined 

that a 24-month compliance time will 

ensure an acceptable level of safety and 

allow the modifications to be done 

during scheduled maintenance intervals 

for most affected operators. The interim 

action is provided to give operators 

additional time to perform the more 

time-consuming action of accessing the 

necessary locations to perform the 

terminating action. We have not 

changed the AD in this regard. 

Request To Reduce Compliance Time 

Cara Leigh Bitton (Weber State 

University) concurred with the actions 

proposed by the supplemental NPRM 

(77 FR 13043, March 5, 2012), but 

questioned why the compliance time 

would need to be extended for adding 

the reinforcing fiberglass overcoat to the 

top surface of the MEC drip shield, as 

required by paragraph (g)(2)(ii) of the 

supplemental NPRM. The commenter 

noted the risk and the importance to the 

passengers and crew of these airplanes. 

The commenter contended these 

changes should be made as soon as 

possible. 

We infer the commenter is requesting 

we reduce the compliance time in 

paragraph (g)(2)(ii) of this AD. We 

disagree with the commenter’s request. 

In developing an appropriate 

compliance time for adding the 

reinforcing fiberglass overcoat to the top 

surface of the MEC drip shield, we 

considered the safety implications, parts 

availability, and normal maintenance 

schedules for timely accomplishment of 

replacement of the fasteners. Further, 

we arrived at the compliance time with 

operator and manufacturer concurrence. 

In consideration of these factors, we 

determined that the compliance time, as 

proposed and retained in this final rule, 

represents an appropriate interval in 

which operators can install the 

modification in a timely manner within 

the fleet, while still maintaining an 

adequate level of safety. Operators are 

always permitted to accomplish the 

requirements of an AD at a time earlier 

than the specified compliance time; 

therefore, an operator may choose to 

add the reinforcing fiberglass overcoat 

before the specified compliance time of 

96 months after the effective date of this 

AD. 

In addition, the purpose of two 

different compliance times is to provide 

a more immediate solution to the safety 

risk of cracked MEC drip shields by 

installing aluminum reinforcing 

brackets (i.e., an interim corrective 

action that specifies installing drains for 

the water to travel away from the MEC 

drip shield), and adding a reinforcing 

fiberglass overcoat to the top surface of 

the MEC drip shield (i.e., the long-term 

corrective action). Reducing the 

compliance time for the terminating 

action is not necessary based on the 

safety risk for affected operators of 

Model 747–400 and 747–400D 

airplanes. If additional data are 

presented that would justify a shorter 

compliance time, we may consider 

further rulemaking on this issue. 

However, we have not changed the AD 

in this regard. 

Request To Correct Discrepancies 

An email thread between ST 

Aerospace and The Boeing Company 

was forwarded to the FAA by The 

Boeing Company as an ex parte request 

that we reference a pending service 

bulletin revision planned by The Boeing 

Company. The pending service bulletin 

will address discrepant quantities of nut 

plates and types of fasteners called out 

in Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 

2011, which affects certain airplanes 

operated by ST Aerospace. 

We disagree that a change to the AD 

is needed, because the ST Aerospace 

configuration affects a very small 

number of the airplanes listed in Boeing 

Alert Service Bulletin 747–25A3555, 

Revision 1, dated July 27, 2011. 

Furthermore, doing the actions specified 

in Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 

2011, addresses the identified unsafe 

condition. Operators are allowed to use 

different types of fasteners, as specified 

in Note 7. of paragraph 3.A., 

‘‘Accomplishment Instructions,’’ of 

Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 

2011. However, if an operator has a 

different airplane configuration that 

might use a different quantity of nut 

plates than what is specified in Boeing 

Alert Service Bulletin 747–25A3555, 

Revision 1, dated July 27, 2011, they 

may request an alternative method of 

compliance (AMOC) in accordance with 

paragraph (i) of the final rule. In 

addition, if a later revision of the 

referenced service bulletin is issued, 

affected operators may request approval 

to use a later revision as an AMOC, 

under the provisions of paragraph (i) of 

the final rule. We have not changed the 

AD in this regard. 

Changes to the AD 

Boeing has issued Information Notice 

747–25A3555 IN 04, dated February 10, 

2012, to inform operators of airplanes in 

groups 1, 2 and 3 of incorrect 

applicability tags specified in Boeing 

Alert Service Bulletin 747–25A3555, 

Revision 1, dated July 27, 2011. We 

have included this corrected 

information in new paragraph (h) of this 

AD, and changed the subsequent 

paragraph identifiers accordingly. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (77 FR 

13043, March 5, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (77 FR 13043, 

March 5, 2012). 

Costs of Compliance 

We estimate that this AD affects 71 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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Federal Register / Vol. 77, No. 152 / Tuesday, August 7, 2012 / Rules and Regulations 46945 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Install brackets ......................................... 19 work-hours × $85 per hour = $1,615 Up to $2,408 1 ...... Up to $4,023 1 ...... Up to 

$285,633.1

Add overcoat ........................................... 63 work hours × $85 per hour = $5,355 $1,731 ($577 × 3) $7,086 .................. $503,106. 

Install optional MEC drip shield drain 

system.

22 work hours × $85 per hour = $1,870 Up to $8,982 1 ...... Up to $10,852 1 .... Up to 

$770,492.1

1 Depending on work package. 

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): 

2012–15–10 The Boeing Company: 

Amendment 39–17139; Docket No. 

FAA–2010–0480; Directorate Identifier 

2010–NM–035–AD. 

(a) Effective Date 

This AD is effective September 11, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–400 and 747–400D series 

airplanes; certificated in any category; as 

identified in Boeing Alert Service Bulletin 

747–25A3555, Revision 1, dated July 27, 

2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 25, Equipment/Furnishings. 

(e) Unsafe Condition 

This AD was prompted by a report of an 

in-flight multi-power system loss of the #1, 

#2, and #3 alternating current electrical 

power systems located in the main 

equipment center (MEC). We are issuing this 

AD to prevent water penetration into the 

MEC, which could result in loss of flight 

critical systems. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Modification 

Except as required by paragraph (h) of this 

AD, do the actions specified in either 

paragraph (g)(1) or (g)(2) of this AD. 

(1) Within 24 months after the effective 

date of this AD, install aluminum reinforcing 

brackets on the MEC drip shield gutter, in 

accordance with Work Package 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–25A3555, Revision 1, 

dated July 27, 2011; and add a reinforcing 

fiberglass overcoat to the top surface of the 

MEC drip shield, including doing a general 

visual inspection for cracking and holes in 

the top surface of the MEC drip shield, and 

doing all applicable corrective actions, in 

accordance with Work Package 3 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–25A3555, Revision 1, 

dated July 27, 2011. Do all applicable 

corrective actions before further flight after 

doing the general visual inspection. 

(2) Do the actions specified in paragraphs 

(g)(2)(i) and (g)(2)(ii) of this AD. 

(i) Within 24 months after the effective 

date of this AD, install aluminum reinforcing 

brackets on the MEC drip shield gutter, in 

accordance with Work Package 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–25A3555, Revision 1, 

dated July 27, 2011; and install a MEC drip 

shield drain system, in accordance with 

Work Package 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–25A3555, Revision 1, dated July 27, 

2011. 

(ii) Within 96 months after the effective 

date of this AD, add a reinforcing fiberglass 

overcoat to the top surface of the MEC drip 

shield, including doing a general visual 

inspection for cracking and holes in the top 

surface of the MEC drip shield, and doing all 

applicable corrective actions, in accordance 

with Work Package 3 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–25A3555, Revision 1, dated July 27, 

2011. Do all applicable corrective actions 

before further flight after doing the general 

visual inspection. 

(h) Exceptions 

(1) Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 2011, 

states that Figures 7 and 8 apply to airplanes 

in Groups 1 and 3; however, Figures 7 and 

8 apply to Group 2 airplanes. 

(2) Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 2011, 

states that Figures 9 and 10 apply to 

airplanes in Group 2; however, Figures 9 and 

10 apply to Groups 1 and 3 airplanes. 

(3) Where Paragraph 1., ‘‘Kits/Parts,’’ of 

Paragraph 2.C., ‘‘Parts Necessary for Each 

Airplane,’’ of Boeing Alert Service Bulletin 

747–25A3555, Revision 1, dated July 27, 

2011, states that Groups 1 and 3 airplanes 

require top kits 015U1854–1 and 015U1854– 


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46946 Federal Register / Vol. 77, No. 152 / Tuesday, August 7, 2012 / Rules and Regulations 

2, Groups 1 and 3 airplanes require top kits 

015U1854–3 and 015U1854–4. 

(4) Where Paragraph 1., ‘‘Kits/Parts,’’ of 

Paragraph 2.C., ‘‘Parts Necessary for Each 

Airplane,’’ of Boeing Alert Service Bulletin 

747–25A3555, Revision 1, dated July 27, 

2011, states that Group 2 airplanes require 

top kits 015U1854–3 and 015U1854–4, Group 

2 airplanes require top kits 015U1854–1 and 

015U1854–2. 

(i) 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-ANMSeattle-ACO-AMOC-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. 

(j) Related Information 

For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425–917– 

6596; fax: 425–917–6590; email: 

francis.smith@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 747– 

25A3555, Revision 1, dated July 27, 2011. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. 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/ 

cfr/ibr-locations.html. 

Issued in Renton, Washington, on July 20, 

2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–18583 Filed 8–6–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0269; Directorate 

Identifier 2011–NM–105–AD; Amendment 

39–17140; AD 2012–15–11] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Aviation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Dassault Aviation Model FALCON 7X 

airplanes. This AD was prompted by a 

report that a passenger oxygen pipe at 

frame 10 was chafing against the 

forward lavatory rear structure, raising 

the risk of the oxygen pipe developing 

a crack. This AD requires modifying the 

routing of and, if necessary, replacing, 

the oxygen pipe. We are issuing this AD 

to prevent rupture of the oxygen pipe 

which, in case of a cabin 

depressurization, would impair 

operation of the passenger oxygen 

distribution system. 

DATES: This AD becomes effective 

September 11, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 11, 2012. 

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: 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: 

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 March 20, 2012 (77 FR 

16186). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Inspections of two aeroplanes during cabin 

completions have shown that a passenger 

oxygen line at frame 10 was chafing with the 

forward lavatory rear structure. 

Design review of the area confirmed a local 

low clearance value which raises the risk of 

the oxygen line developing a crack. 

This condition, if not detected and 

corrected, could lead to rupture of the oxygen 

line which, in case of a cabin 

depressurization, would impair operation of 

the passengers’ oxygen distribution system. 

To address this unsafe condition, Dassault 

Aviation have designed a modification with 

a new oxygen line routing. 

This AD requires an [general visual] 

inspection of the oxygen line for interference 

or damage and, in case of discrepancies 

[damage, or clearance less than 3 mm], 

accomplishment of the modification 

[including general visual inspections, and, if 

necessary, replacing the oxygen line/pipe] 

before next flight. It requires as well 

accomplishment of the modification of the 

oxygen line routing for the aeroplanes in 

which [clearance of 3 mm or more but less 

than 12 mm] were identified. 

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 (77 

FR 16186, March 20, 2012) 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—except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

16186, March 20, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 16186, 

March 20, 2012). 

Costs of Compliance 

We estimate that this AD will affect 

about 11 products of U.S. registry. We 

also estimate that it will take about 11 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

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

be $10,285, or $935 per product. 


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