53346 Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 

across the individual methodologies? 

How would the FCS prepare its 

quarterly and annual reports to 

investors? Should System banks be 

required to develop a common risk 

exposure methodology? 

Question 7: Are there certain types of 

assets that would require the use of a 

third party to provide data to FCS 

institutions as part of their internal 

process for making creditworthiness 

determinations? How could the use of 

third-party service providers be 

implemented to ensure quality, 

transparency, and consistency? What 

role should third-party assessors be 

allowed to play in determining 

creditworthiness? We seek comments on 

the roles best played by each party. 

E. Burden 

Developing alternative measures of 

creditworthiness will likely require 

significant initial and ongoing costs. 

Accordingly, we are seeking comment 

on the burden—both financial and 

operational—that various alternative 

approaches to developing such 

standards might entail. 

Dated: August 18, 2011. 

Mary Alice Donner, 

Acting Secretary, Farm Credit Administration 

Board. 

[FR Doc. 2011–21659 Filed 8–25–11; 8:45 am] 

BILLING CODE 6705–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0909; Directorate 

Identifier 2011–NM–027–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model DC–9–81 (MD–81), 

DC–9–82 (MD–82), DC–9–83 (MD–83), 

DC–9–87 (MD–87), and MD–88 

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 would require repetitive high 

frequency eddy current (HFEC) 

inspections for cracking of the left and 

right rib hinge bearing lugs of the aft 

face of the center section of the 

horizontal stabilizer; measuring crack 

length and blending out cracks; and 

replacing the horizontal stabilizer center 

section rib, if necessary. This proposed 

AD was prompted by reports of cracks 

of the hinge bearing lugs of the center 

section ribs of the horizontal stabilizer. 

We are proposing this AD to detect and 

correct cracking in the hinge bearing 

lugs of the horizontal stabilizer center 

section ribs, which would result in 

failure of the lugs, and consequent 

inability of the horizontal stabilizer to 

sustain the required limit loads and loss 

of control of the airplane. 

DATES: We must receive comments on 

this proposed AD by October 11, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: 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 proposed 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. 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 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Roger Durbin, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; phone: 562– 

627–5233; fax: 562–627–5210; e-mail: 

roger.durbin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2011–0909; Directorate Identifier 2011– 

NM–027–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. 

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 reports of cracks on 

Model MD–80 series airplanes and on 

Model MD–90–30 airplanes. The cracks 

were found on the aft face of the center 

section left and right hinge bearing lugs 

on either the left or right, or in two 

cases, on both sides of the center section 

ribs of the horizontal stabilizer. Cracks 

were reported on Model MD–80 

airplanes that had accumulated 23,700 

to 41,963 total flight hours, and 23,300 

to 35,294 total flight cycles. The cause 

of the cracking has not been determined. 

Undetected cracking in the hinge 

bearing lugs of the center section of the 

left and right ribs, if not corrected, could 

result in failure of the hinge bearing lugs 

and consequent inability of the 

horizontal stabilizer to sustain required 

limit loads and loss of control of the 

airplane. 

Related Rulemaking 

The proposed AD affects Model MD– 

80 series airplanes. We issued AD 2011– 

01–11, Amendment 39–16565 (76 FR 

430, January 5, 2011) to address the 

identified unsafe condition on Model 

MD–90–30 airplanes, on December 22, 

2010. AD 2011–01–11 requires similar 

actions as proposed in this NPRM. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin MD80–55A069, dated January 

19, 2011. That service bulletin describes 

procedures for repetitive high frequency 

eddy current (HFEC) inspections for 

cracking of the left and right rib hinge 

bearing lugs of the aft face of the center 

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Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 53347 

section of the horizontal stabilizer; 

measuring crack length and blending 

out cracks; and replacement of the 

horizontal stabilizer center section rib, if 

necessary. 

FAA’s Determination and Proposed AD 

Requirements 

We are proposing 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 these same 

type designs. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

Although Boeing Alert Service 

Bulletin MD80–55A069, dated January 

19, 2011, specifies to send the 

inspection results to the manufacturer, 

this proposed AD would not require any 

report. 

Interim Action 

We consider this proposed AD 

interim action since investigation is 

ongoing and no terminating action has 

been developed yet. The manufacturer 

is currently developing a modification 

that will address the unsafe condition 

identified in this AD. Once this 

modification is developed, approved, 

and available, we may consider 

additional rulemaking. 

Costs of Compliance 

We estimate that this proposed AD 

affects 668 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspection ........................................................ 6 work-hours × $85 per hour = $510 per inspection cycle.$0 $510 $340,680 

We have received no definitive data 

that would enable us to provide labor 

cost estimates for the on-condition 

actions (blend-out repair(s) or 

replacement of center section rib(s)) 

specified in this proposed AD. However, 

we have been advised that replacement 

parts would be $14,500 per horizontal 

stabilizer rib crack repair kit. 

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 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), 

(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. 

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 airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2011–0909; Directorate Identifier 2011– 

NM–027–AD. 

Comments Due Date 

(a) We must receive comments by October 

11, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model DC–9–81 (MD–81), DC–9– 

82 (MD–82), DC–9–83 (MD–83), DC–9–87 

(MD–87), and MD–88 airplanes, certificated 

in any category, as identified in Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

Unsafe Condition 

(e) This AD was prompted by reports of 

cracks of the hinge bearing lugs of the center 

section ribs of the horizontal stabilizer. We 

are proposing this AD to detect and correct 

cracking in the hinge bearing lugs of the 

horizontal stabilizer center section ribs, 

which would result in failure of the lugs, and 

consequent inability of the horizontal 

stabilizer to sustain the required limit loads 

and loss of control of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Actions on Horizontal Stabilizer Ribs Made 

From 7075–T7351 Material 

(g) For Group 1 airplanes, as identified in 

Boeing Alert Service Bulletin MD80–55A069, 

dated January 19, 2011: Before the 

accumulation of 23,000 total flight cycles, or 

within 4,383 flight cycles after the effective 

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53348 Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 

date of this AD, whichever occurs later, do 

a high frequency eddy current (HFEC) 

inspection for cracking of the left and right 

rib hinge bearing lugs of the aft face of the 

center section of the horizontal stabilizer, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. For 

any crack-free lug, repeat the inspection on 

that lug thereafter at intervals not to exceed 

8,200 flight cycles. 

(h) If, during any inspection required by 

paragraph (g) of this AD, any crack is found, 

before further flight, measure the length of 

the crack between the points specified in 

Boeing Alert Service Bulletin MD80–55A069, 

dated January 19, 2011. Do the action in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

(1) If the crack length between points ‘A’ 

and ‘B’ is less than or equal to 0.15 inch and 

the crack length between points ‘C’ and ‘D’ 

is less than or equal to 0.05 inch: Before 

further flight, blend out the crack, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

Within 15,600 flight cycles after doing the 

blend out, do an HFEC inspection of the 

blend out on the center section rib hinge 

bearing lug for cracking, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD80–55A069, dated 

January 19, 2011, and repeat that inspection 

thereafter at intervals not to exceed 3,900 

flight cycles. 

(2) If the crack length between points ‘A’ 

and ‘B’ is greater than 0.15 inch or the crack 

length between points ‘C’ and ‘D’ is greater 

than 0.05 inch: Before further flight, replace 

the horizontal stabilizer center section rib 

with a new horizontal stabilizer center 

section rib, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. Repeat the inspection 

required by paragraph (g) of this AD one time 

before the accumulation of 23,000 total flight 

cycles on the new horizontal stabilizer center 

section rib, and thereafter at intervals not to 

exceed 11,300 flight cycles. 

Actions on Horizontal Stabilizer Ribs Made 

From 7050–T7451 Material 

(i) For Group 2 airplanes, as identified in 

Boeing Alert Service Bulletin MD80–55A069, 

dated January 19, 2011: Before the 

accumulation of 23,000 total flight cycles, or 

within 4,383 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an HFEC inspection for cracking of the left 

and right rib hinge bearing lugs of the aft face 

of the center section of the horizontal 

stabilizer, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. For any crack-free lug, 

repeat the inspection on that lug thereafter at 

intervals not to exceed 11,300 flight cycles. 

(j) If, during any inspection required by 

paragraph (i) of this AD, any crack is found, 

before further flight, measure the length of 

the crack between the points specified in and 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

(1) If the crack length between points ‘A’ 

and ‘B’ is less than or equal to 0.15 inch and 

the crack length between points ‘C’ and ‘D’ 

is less than or equal to 0.05 inch: Before 

further flight, blend out the crack, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

Within 15,600 flight cycles after doing the 

blend out, do an HFEC inspection of the 

blend out on the center section rib hinge 

bearing lug for cracking, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD80–55A069, dated 

January 19, 2011, and repeat that inspection 

thereafter at intervals not to exceed 5,800 

flight cycles. 

(2) If the crack length between points ‘A’ 

and ‘B’ is greater than 0.15 inch or the crack 

length between points ‘C’ and ‘D’ is greater 

than 0.05 inch: Before further flight, replace 

the horizontal stabilizer center section rib 

with a new horizontal stabilizer center 

section rib, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. Repeat the inspection 

required by paragraph (i) of this AD one time 

before the accumulation of 23,000 total flight 

cycles on the new horizontal stabilizer center 

section rib, and thereafter at intervals not to 

exceed 11,300 flight cycles. 

No Reporting Requirement 

(k) Although Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011, 

specifies to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Los Angeles 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. 

(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. 

(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 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Related Information 

(m) For more information about this AD, 

contact Roger Durbin, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, California 

90712–4137; phone: 562–627–5233; fax 562– 

627–5210; e-mail: roger.durbin@faa.gov. 

(n) 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. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on August 

19, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21853 Filed 8–25–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0908; Directorate 

Identifier 2010–NM–251–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

SYSTEMS (Operations) Limited Model 

BAe 146 Airplanes and Model Avro 

146–RJ 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 that would 

supersede an existing AD. This 

proposed AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as: 

* * * * * 

* * * BAE Systems (Operations) Limited 

has amended the AMM [aircraft maintenance 

manual] to remove the life limits on shock 

absorber assemblies, but not the individual 

shock absorber components, and amend the 

life limits on the different standards of Main 

Landing Gear (MLG) Up-Locks and MLG 

Door Up-Locks in sub-chapter 05–10–15. In 

addition BAE Systems has amended Chapter 

05–10–15 of the AMM to introduce and 

amend life limits on MLG components. 

* * * * * 

The unsafe condition is fatigue cracking 

of certain structural elements which 

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