78936 Federal Register / Vol. 73, No. 248 / Wednesday, December 24, 2008 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0123; Directorate 

Identifier 2007–NM–056–AD; Amendment 

39–15763; AD 2008–25–05] 

RIN 2120–AA64 

Airworthiness Directives; McDonnell 

Douglas Model DC–8–11, DC–8–12, 

DC–8–21, DC–8–31, DC–8–32, DC–8– 

33, DC–8–41, DC–8–42, and DC–8–43 

Airplanes; Model DC–8–51, DC–8–52, 

DC–8–53, and DC–8–55 Airplanes; 

Model DC–8F–54 and DC–8F–55 

Airplanes; Model DC–8–61, DC–8–62, 

and DC–8–63 Airplanes; Model DC–8– 

61F, DC–8–62F, and DC–8–63F 

Airplanes; Model DC–8–71, DC–8–72, 

and DC–8–73 Airplanes; and Model 

DC–8–71F, DC–8–72F, and DC–8–73F 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to all McDonnell Douglas 

Model DC–8 airplanes. That AD 

currently requires, among other things, 

revision of an existing program of 

structural inspections. This new AD 

requires implementation of a revised 

program of structural inspections of 

baseline structure to detect and correct 

fatigue cracking in order to ensure the 

continued airworthiness of these 

airplanes as they approach the 

manufacturer’s original fatigue design 

life goal. This new AD also reduces the 

inspection threshold for certain 

principal structural elements. This AD 

results from a significant number of 

these airplanes approaching or 

exceeding the design service goal on 

which the initial type certification 

approval was predicated. We are issuing 

this AD to detect and correct fatigue 

cracking that could compromise the 

structural integrity of these airplanes. 

DATES: This AD becomes effective 

January 28, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of January 28, 2009. 

On February 26, 1993 (58 FR 5576, 

January 22, 1993), the Director of the 

Federal Register approved the 

incorporation by reference of certain 

other publications. 

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: Dara 

Albouyeh, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; telephone (562) 

627–5222; fax (562) 627–5210. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a supplemental 

notice of proposed rulemaking (NPRM) 

to amend 14 CFR part 39 to include an 

AD that supersedes AD 93–01–15, 

amendment 39–8469 (58 FR 5576, 

January 22, 1993). The existing AD 

applies to all McDonnell Douglas Model 

DC–8 airplanes. That supplemental 

NPRM was published in the Federal 

Register on August 29, 2008 (73 FR 

50906). That supplemental NPRM 

proposed to continue to require, among 

other things, revision of an existing 

program of structural inspections. That 

supplemental NPRM also proposed to 

require implementation of a revised 

program of structural inspections of 

baseline structure to detect and correct 

fatigue cracking in order to ensure the 

continued airworthiness of these 

airplanes as they approach the 

manufacturer’s original fatigue design 

life goal. That supplemental NPRM also 

proposed to reduce the inspection 

threshold for certain principal structural 

elements. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. No comments 

have been received on the NPRM or on 

the determination of the cost to the 

public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed. 

Costs of Compliance 

There are about 194 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Cost per operator 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Revision of maintenance inspection program (required by AD 

93–01–15.

544 per operator (17 U.S. operators).$80 $43,520, per operator ......... 131 $739,840 

Revision of maintenance program 

and inspections (new actions).

250 per operator (17 U.S. operators).80 $20,000 ............................... 131 340,000 

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, 


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Federal Register / Vol. 73, No. 248 / Wednesday, December 24, 2008 / Rules and Regulations 78937 

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 have 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 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); 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. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–8469 (58 

FR 5576, January 22, 1993) and by 

adding the following new airworthiness 

directive (AD): 

2008–25–05 McDonnell Douglas: 

Amendment 39–15763. Docket No. 

FAA–2008–0123; Directorate Identifier 

2007–NM–056–AD. 

Effective Date 

(a) This AD becomes effective January 28, 

2009. 

Affected ADs 

(b) This AD supersedes AD 93–01–15. 

Applicability 

(c) This AD applies to all McDonnell 

Douglas airplanes identified in Table 1 of this 

AD, certificated in any category. 

TABLE 1—APPLICABILITY

Model 

(1) DC–8–11, DC–8–12, DC–8–21, DC–8– 

31, DC–8–32, DC–8–33, DC–8–41, DC–8– 

42, and DC–8–43 airplanes. 

(2) DC–8–51, DC–8–52, DC–8–53, and DC– 

8–55 airplanes. 

(3) DC–8F–54 and DC–8F–55 airplanes. 

(4) DC–8–61, DC–8–62, and DC–8–63 airplanes. 

(5) DC–8–61F, DC–8–62F, and DC–8–63F 

airplanes. 

(6) DC–8–71, DC–8–72, and DC–8–73 airplanes. 

(7) DC–8–71F, DC–8–72F, and DC–8–73F 

airplanes. 

Unsafe Condition 

(d) This AD results from a significant 

number of these airplanes approaching or 

exceeding the design service goal on which 

the initial type certification approval was 

predicated. We are issuing this AD to detect 

and correct fatigue cracking that could 

compromise the structural integrity of these 

airplanes. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Certain Requirements of AD 93–01–15 

Revise the FAA-Approved Maintenance 

Inspection Program 

(f) Within 6 months after February 26, 1993 

(the effective date of AD 93–01–15), 

incorporate a revision of the FAA-approved 

maintenance inspection program that 

provides no less than the required inspection 

of the Principal Structural Elements (PSEs) 

defined in sections 2 and 3 of Volume I of 

McDonnell Douglas Report No. L26–011, 

‘‘DC–8 Supplemental Inspection Document 

(SID),’’ Revision 3, dated March 1991, in 

accordance with section 2 of Volume III–91, 

dated April 1991, of that document. The nondestructive inspection techniques set forth in 

sections 2 and 3 of Volume II, Revision 5, 

dated March 1991, of that SID provide 

acceptable methods for accomplishing the 

inspections required by this AD. All 

inspection results, negative or positive, must 

be reported to McDonnell Douglas, in 

accordance with the instructions of section 2 

of Volume III–91 of the SID. Information 

collection requirements contained in this 

regulation have been approved by the OMB 

under the provisions of the Paperwork 

Reduction Act of 1980 (44 U.S.C. 3501 et 

seq.) and have been assigned OMB Control 

Number 2120–0056. 

Corrective Action 

(g) Cracked structure detected during the 

inspections required by paragraph (f) of this 

AD must be repaired before further flight, in 

accordance with a method approved by the 

Manager, Los Angeles Aircraft Certification 

Office (ACO), FAA, Transport Airplane 

Directorate. 

New Requirements of This AD 

Revision of the Maintenance Inspection 

Program 

(h) Within 12 months after the effective 

date of this AD, incorporate a revision of the 

FAA-approved maintenance inspection 

program that provides for inspection(s) of the 

PSEs, in accordance with Boeing Report No. 

L26–011, ‘‘DC–8 All Series Supplemental 

Inspection Document (SID),’’ Volume I, 

Revision 7, dated March 2008. Incorporation 

of this revision ends the requirements of 

paragraphs (f) and (g) of this AD. 

Non-Destructive Inspections (NDIs) 

(i) For all PSEs listed in Section 2 of 

Boeing Report No. L26–011, ‘‘DC–8 All Series 

Supplemental Inspection Document (SID),’’ 

Volume I, Revision 7, dated March 2008, 

perform an NDI for fatigue cracking of each 

PSE, in accordance with the NDI procedures 

specified in Section 2 of McDonnell Douglas 

Report No. L26–011, ‘‘DC–8 Supplemental 

Inspection Document (SID),’’ Volume II, 

Revision 8, dated January 2005, at the times 

specified in paragraph (i)(1), (i)(2), or (i)(3) of 

this AD, as applicable. 

(1) For airplanes that have less than three 

quarters of the fatigue life threshold (3⁄4NTH) 

as of the effective date of this AD: Perform 

the NDI for fatigue cracking at the times 

specified in paragraphs (i)(1)(i) and (i)(1)(ii) 

of this AD. After reaching the threshold 

(NTH), repeat the inspection for that PSE at 

intervals not to exceed DNDI/2. 

(i) Perform an initial NDI no earlier than 

one-half of the threshold (1⁄2NTH) but before 

reaching three-quarters of the threshold 

(3⁄4NTH), or within 60 months after the 

effective date of this AD, whichever occurs 

later. 

(ii) Repeat the NDI no earlier than 3⁄4NTH

but before reaching the threshold (NTH), or 

within 18 months after the inspection 

required by paragraph (i)(1)(i) of this AD, 

whichever occurs later. 

Note 1: The DC–8 SID and this AD refer to 

the repetitive inspection interval as DNDI/2. 

However, the headings of the tables in 

section 4 of Volume I, Revision 7, dated 

March 2008, of the DC–8 SID refer to the 

repetitive inspection interval of NDI/2. The 

values listed under NDI/2 in the tables in 

section 4 of Volume I, Revision 7, dated 

March 2008, of the DC–8 SID are the 

repetitive inspection intervals, DNDI/2. 

(2) For airplanes that have reached or 

exceeded three-quarters of the fatigue life 

threshold (3⁄4NTH), but less than the threshold 

(NTH), as of the effective date of this AD: 

Perform an NDI before reaching the threshold 


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78938 Federal Register / Vol. 73, No. 248 / Wednesday, December 24, 2008 / Rules and Regulations 

(NTH), or within 18 months after the effective 

date of this AD, whichever occurs later. 

Thereafter, after passing the threshold (NTH), 

repeat the inspection for that PSE at intervals 

not to exceed DNDI/2. 

(3) For airplanes that have reached or 

exceeded the fatigue life threshold (NTH) as 

of the effective date of this AD: Perform an 

NDI within 18 months after the effective date 

of this AD. Thereafter, repeat the inspection 

for that PSE at intervals not to exceed 

DNDI/2. 

Discrepant Findings 

(j) If any discrepancy (e.g., differences on 

the airplane from the NDI reference standard, 

such as PSEs that cannot be inspected as 

specified in McDonnell Douglas Report No. 

L26–011, ‘‘DC–8 Supplemental Inspection 

Document (SID),’’ Volume II, Revision 8, 

dated January 2005, or do not match rework, 

repair, or modification descriptions in Boeing 

Report No. L26–011, ‘‘DC–8 All Series 

Supplemental Inspection Document (SID),’’ 

Volume I, Revision 7, dated March 2008) is 

detected during any inspection required by 

paragraph (i) of this AD, do the action 

specified in paragraph (j)(1) or (j)(2) of this 

AD, as applicable. 

(1) If a discrepancy is detected during any 

inspection done before 3⁄4NTH or NTH: The 

area of the PSE affected by the discrepancy 

must be inspected before NTH or within 18 

months after the discovery of the 

discrepancy, whichever occurs later, in 

accordance with a method approved by the 

Manager, Los Angeles ACO. 

(2) If a discrepancy is detected during any 

inspection done after NTH: The area of the 

PSE affected by the discrepancy must be 

inspected before the accumulation of an 

additional DNDI/2 or within 18 months after 

the discovery of the discrepancy, whichever 

occurs later, in accordance with a method 

approved by the Manager, Los Angeles ACO. 

Reporting Requirements 

(k) All negative or positive findings of the 

inspections done in accordance with 

paragraph (i) of this AD must be reported to 

Boeing at the times specified in, and in 

accordance with, the instructions contained 

in section 4 of Boeing Report No. L26–011, 

‘‘DC–8 All Series Supplemental Inspection 

Document (SID),’’ Volume I, Revision 7, 

dated March 2008. Information collection 

requirements contained in this regulation 

have been approved by the Office of 

Management and Budget (OMB) under the 

provisions of the Paperwork Reduction Act of 

1980 (44 U.S.C. 3501 et seq.) and have been 

assigned OMB Control Number 2120–0056. 

Corrective Actions 

(l) Any cracked structure of a PSE detected 

during any inspection required by paragraph 

(i) of this AD must be repaired before further 

flight using a method approved in 

accordance with the procedures specified in 

paragraph (p) of this AD. Accomplish the 

actions described in paragraphs (l)(1), (l)(2), 

and (l)(3) of this AD, at the times specified. 

(1) Within 18 months after repair, do a 

damage tolerance assessment (DTA) that 

defines the threshold for inspection of the 

repair and submit the assessment for 

approval. 

(2) Before reaching 75 percent of the repair 

threshold as determined in paragraph (l)(1) of 

this AD, submit the inspection methods and 

repetitive inspection intervals for the repair 

for approval. 

(3) Before the repair threshold, as 

determined in paragraph (l)(1) of this AD, 

incorporate the inspection method and 

repetitive inspection intervals into the FAAapproved structural maintenance or 

inspection program for the airplane. 

Note 2: For the purposes of this AD, we 

anticipate that submissions of the DTA of the 

repair, if acceptable, should be approved 

within 6 months after submission. 

Note 3: FAA Order 8110.54, ‘‘Instructions 

for Continued Airworthiness, 

Responsibilities, Requirements, and 

Contents’’ dated July 1, 2005, provides 

additional guidance about the approval of 

repairs to PSEs. 

Inspection for Transferred Airplanes 

(m) Before any airplane that has exceeded 

the fatigue life threshold (NTH) can be added 

to an air carrier’s operations specifications, a 

program for the accomplishment of the 

inspections required by this AD must be 

established as specified in paragraph (m)(1) 

or (m)(2) of this AD, as applicable. 

(1) For airplanes that have been inspected 

in accordance with this AD: The inspection 

of each PSE must be done by the new 

operator in accordance with the previous 

operator’s schedule and inspection method, 

or the new operator’s schedule and 

inspection method, at whichever time would 

result in the earlier accomplishment date for 

that PSE inspection. The compliance time for 

accomplishing this inspection must be 

measured from the last inspection done by 

the previous operator. After each inspection 

has been done once, each subsequent 

inspection must be done in accordance with 

the new operator’s schedule and inspection 

method. 

(2) For airplanes that have not been 

inspected in accordance with this AD: The 

inspection of each PSE required by this AD 

must be done either before adding the 

airplane to the air carrier’s operations 

specification, or in accordance with a 

schedule and an inspection method approved 

by the Manager, Los Angeles ACO. After each 

inspection has been done once, each 

subsequent inspection must be done in 

accordance with the new operator’s schedule. 

Acceptable for Compliance 

(n) McDonnell Douglas Report No. MDC 

91K0262, ‘‘DC–8 Aging Aircraft Repair 

Assessment Program Document,’’ Revision 1, 

dated October 2000, provides inspection/ 

replacement programs for certain repairs to 

the fuselage pressure shell. Accomplishing 

these repairs and inspection/replacement 

programs before the effective date of this AD 

is considered acceptable for compliance with 

the requirements of paragraphs (g) and (l) of 

this AD for repairs subject to that document. 

(o) Actions done before the effective date 

of this AD in accordance with Boeing Report 

No. L26–011, ‘‘DC–8 All Series Supplemental 

Inspection Document (SID),’’ Volume I, 

Revision 6, dated July 2005, are acceptable 

for compliance with the corresponding 

requirements of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

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

FAA, ATTN: Dara Albouyeh, Aerospace 

Engineer, Airframe Branch, ANM–120L, 

FAA, Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; telephone 

(562) 627–5222; fax (562) 627–5210; has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 

(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 appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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. 

(4) AMOCs approved previously in 

accordance with AD 93–01–15 are approved 

as AMOCs for the corresponding provisions 

of this AD. 

Material Incorporated by Reference 

(q) You must use the service information 

identified in Table 2 of this AD to perform 

the actions that are required by this AD, as 

applicable, unless the AD specifies 

otherwise. 

TABLE 2—MATERIAL INCORPORATED BY REFERENCE

Service information Revision level Date 

Boeing Report No. L26–011, ‘‘DC–8 All Series Supplemental Inspection Document (SID),’’ Volume I .......... 7 ....................... March 2008. 

McDonnell Douglas Report No. L26–011, ‘‘DC–8 Supplemental Inspection Document (SID),’’ Volume I ...... 3 ....................... March 1991. 

McDonnell Douglas Report No. L26–011, ‘‘DC–8 Supplemental Inspection Document (SID),’’ Volume II ..... 8 ....................... January 2005. 


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Federal Register / Vol. 73, No. 248 / Wednesday, December 24, 2008 / Rules and Regulations 78939 

TABLE 2—MATERIAL INCORPORATED BY REFERENCE—Continued 

Service information Revision level Date 

McDonnell Douglas Report No. L26–011, ‘‘DC–8 Supplemental Inspection Document (SID),’’ Volume III–91 Original ............. April 1991. 

Boeing Report No. L26–011, ‘‘DC–8 All 

Series Supplemental Inspection Document 

(SID),’’ Volume I, Revision 7, dated March 

2008, contains the following effective pages: 

Pages Revision Date 

List of Effective 

Pages, Pages A 

through C.

7 March 

2008. 

McDonnell Douglas Report No. L26–011, 

‘‘DC–8 Supplemental Inspection Document 

(SID),’’ Volume II, Revision 8, dated January 

2005, contains the following effective pages: 

Pages Revision Date 

List of Effective 

Pages, Pages A 

through L.

8 March 

2008. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Report No. L26–011, ‘‘DC–8 All Series 

Supplemental Inspection Document (SID),’’ 

Volume I, Revision 7, dated March 2008; and 

McDonnell Douglas Report No. L26–011, 

‘‘DC–8 Supplemental Inspection Document 

(SID),’’ Volume II, Revision 8, dated January 

2005; in accordance with 5 U.S.C. 552(a) and 

1 CFR part 51. 

(2) On February 26, 1993 (58 FR 5576, 

January 22, 1993), the Director of the Federal 

Register approved the incorporation by 

reference of McDonnell Douglas Report No. 

L26–011, ‘‘DC–8 Supplemental Inspection 

Document (SID),’’ Volume I, Revision 3, 

dated March 1991; and McDonnell Douglas 

Report No. L26–011, ‘‘DC–8 Supplemental 

Inspection Document (SID),’’ Volume III–91, 

dated April 1991. 

(3) 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. 

(4) You may review copies of the service 

information that is incorporated by reference 

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 or 425–227–1152. 

(5) You may also review copies of the 

service information 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 

November 26, 2008. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–29233 Filed 12–23–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1328; Directorate 

Identifier 2008–CE–066–AD; Amendment 

39–15776; AD 2008–26–10] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company 172, 175, 177, 180, 

182, 185, 188, 206, 207, 208, 210, 303, 

336, and 337 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Cessna Aircraft Company (Cessna) 172, 

175, 177, 180, 182, 185, 188, 206, 207, 

208, 210, 303, 336, and 337 series 

airplanes. This AD requires you to 

inspect the alternate static air source 

selector valve to assure that the part 

number identification placard does not 

obstruct the alternate static air source 

selector valve port. If the part number 

identification placard obstructs the port, 

this AD also requires you to remove the 

placard, assure that the port is 

unobstructed, and report to the FAA if 

obstruction is found. This AD results 

from reports of airplanes found with 

alternate static air source selector valve 

port obstruction caused by improper 

installation of the part number 

identification placard. The actions 

specified by this AD are intended to 

prevent erroneous indications from the 

altimeter, airspeed, and vertical speed 

indicators, which could cause the pilot 

to react to incorrect flight information 

and possibly result in loss of control. 

DATES: This AD becomes effective on 

January 5, 2009. 

On January 5, 2009, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

We must receive any comments on 

this AD by February 23, 2009. 

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• 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. 

To get the service information 

identified in this AD, contact Cessna 

Aircraft Company, P.O. Box 7704, 

Wichita, Kansas 67277; telephone: (800) 

423–7762 or (316) 517–6056; Internet: 

http://www.cessna.com. 

To view the comments to this AD, go 

to http://www.regulations.gov. The 

docket number is FAA–2008–1328; 

Directorate Identifier 2008–CE–066–AD. 

FOR FURTHER INFORMATION CONTACT: Ann 

Johnson, Aerospace Engineer, FAA, 

Wichita Aircraft Certification Office, 

1801 Airport Road, Room 100, Wichita, 

Kansas 67209; telephone: 316–946– 

4105; fax: 316–946–4107; e-mail 

address: ann.johnson@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

Reports of improper installation of the 

part number (P/N) identification placard 

on P/N 2013142–18 alternate static air 

source selector valves prompted us to 

issue AD 98–01–01, Amendment 39– 

10286 (63 FR 3455, January 23, 1998), 

which applies to certain Cessna Aircraft 

Company (Cessna) Models 172R and 

182S airplanes, and AD 2008–10–02, 

Amendment 39–155508 (73 FR 24168, 

May 2, 2008), which applies to certain 

Cessna 172, 175, 180, 182, 185, 206, 

207, 208, 210, and 303 series airplanes. 

These ADs require inspecting the 

alternate static air source selector valve 

to determine if the P/N identification 

placard obstructs the alternate static air 

source selector valve port and removing 


pwalker on PROD1PC71 with RULES