Federal Register / Vol. 75, No. 150 / Thursday, August 5, 2010 / Proposed Rules 47245 

intervals not to exceed 15,000 flight cycles or 

5 years, whichever occurs first, until the 

initial inspection required by paragraph (i) of 

this AD is done. 

(2) If any crack is found during the 

inspection required by paragraph (g) of this 

AD, before further flight, repair per a method 

approved by the Manager, Los Angeles 

Aircraft Certification Office (ACO), FAA. For 

a repair method to be approved by the 

Manager, Los Angeles ACO, as required by 

this paragraph, the Manager’s approval letter 

must specifically refer to this AD. 

New Requirements of This AD 

Inspection 

(i) At the later of the times specified in 

paragraphs (i)(1) and (i)(2) of this AD: Do a 

high frequency eddy current inspection to 

detect cracking in the vertical leg (also 

known as the ‘‘vertical radius’’) and 

horizontal flange of the left and right rear 

spar upper cap, inboard and outboard sides, 

at the bulkhead at wing station Xcw = 58.500, 

in accordance with the Accomplishment 

Instructions of Boeing Service Bulletin DC9– 

57–223, Revision 1, dated August 13, 2009. 

If no cracking is found, repeat the inspection 

thereafter at intervals not to exceed 15,000 

flight cycles or 5 years, whichever occurs 

first. Accomplishment of the initial 

inspection required by paragraph (i) of this 

AD terminates the requirements of 

paragraphs (g) and (h)(1) of this AD. 

(1) Before the accumulation of 25,000 total 

flight cycles. 

(2) Within 15,000 flight cycles or 5 years 

after accomplishing the most recent high 

frequency eddy current inspection required 

by paragraph (g) of this AD, whichever 

occurs first. 

Corrective Action 

(j) If any cracking is found during any 

inspection required by paragraph (i) of this 

AD, before further flight, repair the cracking 

using a method approved in accordance with 

the procedures specified in paragraph (k) of 

this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Los Angeles ACO, 

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: Wahib Mina, Aerospace Engineer, 

Airframe Branch, ANM–120L, Los Angeles 

ACO, FAA, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; telephone 

(562) 627–5324; fax (562) 627–5210. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. 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 refer to this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 2004–23–11, 

Amendment 39–13866, are approved as 

AMOCs for the corresponding provisions of 

paragraph (h)(2) of this AD. 

Issued in Renton, Washington, on July 27, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–19292 Filed 8–4–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0706; Directorate 

Identifier 2010–NM–064–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–400, 747–400D, 

and 747–400F Series Airplanes 

Equipped With General Electric CF6– 

80C2 or Pratt & Whitney PW4000 

Series Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Model 747–400, 747–400D, and 747– 

400F series airplanes. This proposed AD 

would require modifying certain thrust 

reverser control system wiring to the 

flap control unit (FCU). This proposed 

AD results from a report of automatic 

retraction of the leading edge flaps due 

to indications transmitted to the FCU 

from the thrust reverser control system 

during takeoff. We are proposing this 

AD to prevent automatic retraction of 

the leading edge flaps during takeoff, 

which could result in reduced climb 

performance and consequent collision 

with terrain and obstacles or forced 

landing of the airplane. 

DATES: We must receive comments on 

this proposed AD by September 20, 

2010. 

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 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed 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; e-mail 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket 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: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6505; fax (425) 917–6590. 

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–2010–0706; Directorate Identifier 

2010–NM–064–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 because of those 

comments. 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS
47246 Federal Register / Vol. 75, No. 150 / Thursday, August 5, 2010 / Proposed Rules 

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 

We received a report of automatic 

retraction of the leading edge (LE) flaps 

during takeoff on a Boeing Model 747– 

400 airplane equipped with Rolls-Royce 

Model RB211 series engines due to 

indications transmitted to the flap 

control unit (FCU) from the thrust 

reverser control system. The report 

indicated that the airplane had a REV 

amber indication on the number 3 

engine thrust reverser, followed 13 

seconds later by a REV amber indication 

on the number 2 engine. At the time of 

the second REV amber indication, the 

airplane was beyond V1 (takeoff 

decision speed). In order to prevent 

impingement of efflux air from the 

thrust reversers, the FCU is designed to 

automatically retract the Group A LE 

flaps when a REV amber signal is 

transmitted from either both inboard or 

both outboard thrust reversers, and the 

airplane is on the ground. The FCU 

performed as designed and retracted the 

Group A LE flaps. At rotation the 

flightcrew reported buffeting and 

momentary stick shaker activation. After 

liftoff, a signal from the air/ground logic 

system caused the FCU to send a 

command to the Group A LE flaps to 

redeploy after a five-second time delay. 

Re-deployment of the flaps takes 

approximately ten to fifteen additional 

seconds. During re-deployment, the 

flightcrew again reported buffeting and 

momentary stick shaker activation. The 

airplane jettisoned fuel and landed 

safely; all four of the thrust reversers 

deployed and stowed normally after 

landing. 

The automatic LE flap retraction logic 

for Model 747–400, –400D, and –400F 

series airplanes powered by General 

Electric (GE) Model CF6–80C2 series 

engines and Pratt & Whitney (PW) 

Model PW4000 series engines 

automatically retracts the Group A LE 

flaps during reverse thrust operation. 

This is to prevent thrust reverser efflux 

air from impinging onto the Group A LE 

flaps, to improve the Group A LE flap 

panel’s structural life. This function is 

armed when the airplane is on the 

ground. The Group A LE flaps retract 

when the FCU gets a signal from the LE 

flap relay in the reverser circuitry on the 

two inboard or the two outboard 

engines. The LE flap relay is energized 

by the microswitch of the reverse thrust 

lever, or the unstow microswitch in the 

center drive unit (GE Model CF6–80C2 

series engines), or the unstow proximity 

sensor on the thrust reverser cowl (PW 

Model PW4000 series engines). The 

initial signal to the FCU comes from the 

microswitch in the aisle stand when 

thrust reverser deployment is 

commanded. For the CF6–80C2 series 

engines, the signal to the FCU is kept 

after stow is commanded by the center 

drive unit unstowed microswitches, and 

is removed once the thrust reverser is 

stowed. For the PW4000 series engines, 

the signal to the FCU is kept after stow 

is commanded by the proximity sensors, 

and is removed once the thrust reverser 

is stowed. 

These conditions, if not corrected, 

could result in reduced climb 

performance and consequent collision 

with terrain and obstacles or forced 

landing of the airplane. 

Related AD 

The design for the thrust reverser 

signal to the FCU for the Rolls-Royce 

Model RB211 series engines is the same 

as the GE Model CF6–80C2 series 

engines and PW Model PW4000 series 

engines. Related AD 2009–13–03, 

Amendment 39–15942 (74 FR 31169, 

June 30, 2009), applies to Boeing Model 

747–400 and –400F series airplanes 

powered by Rolls-Royce RB211 series 

engines, and addresses the same unsafe 

condition identified in this proposed 

AD. AD 2009–13–03 was issued as an 

Immediately Adopted Rule (IAR). The 

design of the thrust reverser uses a 

position sensor to indicate that the 

thrust reverser sleeve is unstowed (not 

fully stowed). This signal is used for the 

‘‘REV amber signal’’ and also is used as 

an input to the flap control unit. 

Aerodynamic forces can cause the thrust 

reverser sleeve to flex which can be 

enough movement to cause the sensor to 

indicate that the sleeve is not fully 

stowed even though the sleeve has not 

moved from the stowed position. 

The reason for the IAR on the RollsRoyce RB211 series engine installation 

was that the sensor is sensitive to small 

sleeve movements. There was also 

service experience of small sleeve 

movements that triggered a ‘‘REV amber 

signal,’’ similar to the incident airplane, 

but were only single engine 

occurrences. The sensors in the CF6– 

80C2 and PW4000 series engine 

installations are less sensitive to small 

sleeve movements. This is supported by 

service experience. In this case the risk 

is reduced and this allows for a less 

aggressive compliance time. This also 

allows us to proceed with issuing an 

NPRM to provide the public the 

opportunity to comment on the merits 

of the proposed requirements before the 

final rule is issued. 

Relevant Service Information 

We have reviewed Boeing Special 

Attention Service Bulletin 747–78– 

2183, dated January 12, 2010. This 

service bulletin describes procedures for 

modifying certain thrust reverser control 

system wiring to the FCU in the P414 

and P415 power distribution panels for 

airplanes equipped with GE Model 

CF6–80C2 series engines. The 

modification includes re-routing and reterminating one wire for each engine. 

We have also reviewed Boeing Alert 

Service Bulletin 747–78A2184, dated 

January 12, 2010. This service bulletin 

describes procedures for modifying 

certain thrust reverser control system 

wiring to the FCU in the P252 and P253 

thrust reverser relay panels for airplanes 

equipped with PW Model PW4000 

series engines. The modification 

includes re-routing and re-terminating 

one wire for each engine. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 98 airplanes of U.S. 

registry. We also estimate that it would 

take about 1 work-hour per product to 

comply with this proposed AD. The 

average labor rate is $85 per work-hour. 

Required parts would cost about $0 per 

product. Based on these figures, we 

estimate the cost of this proposed AD to 

the U.S. operators to be $8,330, or $85 

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 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS
Federal Register / Vol. 75, No. 150 / Thursday, August 5, 2010 / Proposed Rules 47247 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance 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: 

The Boeing Company: Docket No. FAA– 

2010–0706; Directorate Identifier 2010– 

NM–064–AD. 

Comments Due Date 

(a) We must receive comments by 

September 20, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 747–400, 747–400D, and 

747–400F series airplanes; certificated in any 

category; equipped with General Electric 

CF6–80C2 series engines or Pratt & Whitney 

PW4000 series engines, as applicable. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

Unsafe Condition 

(e) This AD results from a report of 

automatic retraction of the leading edge flaps 

during takeoff due to indications transmitted 

to the flap control unit (FCU) from the thrust 

reverser control system. The Federal Aviation 

Administration is issuing this AD to prevent 

automatic retraction of the leading edge flaps 

during takeoff, which could result in reduced 

climb performance and consequent collision 

with terrain and obstacles or forced landing 

of the airplane. 

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. 

Modification 

(g) For Model 747–400 and –400F airplanes 

equipped with Pratt & Whitney Model 

PW4000 series engines: Within 36 months 

after the effective date of this AD, modify the 

thrust reverser control system wiring to the 

FCU in the P252 and P253 thrust reverser 

relay panels, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–78A2184, dated January 

12, 2010. 

(h) For Model 747–400, –400D, and –400F 

airplanes equipped with General Electric 

Model CF6–80C2 series engines: Within 36 

months after the effective date of this AD, 

modify the thrust reverser control system 

wiring to the FCU in the P414 and P415 

power distribution panels, in accordance 

with Boeing Special Attention Service 

Bulletin 747–78–2183, dated January 12, 

2010. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(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. Send information to ATTN: 

Douglas Bryant, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 917–6505; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. 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. 

Issued in Renton, Washington on July 26, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–19287 Filed 8–4–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0760; Directorate 

Identifier 2010–NM–086–AD] 

RIN 2120–AA64 

Airworthiness Directives; DassaultAviation Model FALCON 7X 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: 

A design review has shown that the 

Lightning Sensor System (LSS) antenna 

which is optionally installed on certain 

Falcon 7X aeroplanes might, in the event of 

belly or gear-up landing, puncture the rear 

fuel tank, which could result in fuel leakage 

and post-landing fire. 

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 September 20, 

2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Dassault 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS