53928 Federal Register / Vol. 72, No. 183 / Friday, September 21, 2007 / Rules and Regulations 

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 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 adding the following new 

airworthiness directive (AD): 

2007–19–17 McDonnell Douglas: 

Amendment 39–15208. Docket No. 

FAA–2007–28301; Directorate Identifier 

2007–NM–061–AD. 

Effective Date 

(a) This AD becomes effective October 26, 

2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the following 

McDonnell Douglas airplanes, certificated in 

any category: 

(1) All Model MD–11 and MD–11F 

airplanes. 

(2) DC–10–10, DC–10–10F, DC–10–15, DC–

10–30, DC–10–30F (KC–10A and KDC–10), 

DC–10–40, DC–10–40F, MD–10–10F, and 

MD–10–30F airplanes; as identified in 

Boeing Alert Service Bulletin DC10–29A147, 

dated February 9, 2007. 

Unsafe Condition 

(d) This AD results from a report of damage 

to the hydraulic system that occurred when 

pieces of a ruptured tire from the left main 

landing gear penetrated the wing trailing 

edge access panel during takeoff. We are 

issuing this AD to prevent damage to the 

system 3 hydraulic piping, which could 

result in loss of the hydraulic system. 

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. 

Modification 

(f) Within 24 months after the effective 

date of this AD, reroute system 3 hydraulic 

piping, install new pipe assemblies and 

unions, and install redesigned support 

brackets for system 3 hydraulic piping. Do 

these actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD11–29A068, Revision 1, 

dated February 9, 2007 (for Model MD–11 

and MD–11F airplanes); or Boeing Alert 

Service Bulletin DC10–29A147, dated 

February 9, 2007 (for Model DC–10–10, DC–

10–10F, DC–10–15, DC–10–30, DC–10–30F 

(KC–10A and KDC–10), DC–10–40, DC–10–

40F, MD–10–10F, and MD–10–30F 

airplanes). 

(g) Accomplishment before the effective 

date of this AD of the modification required 

by paragraph (f) of this AD in accordance 

with Boeing Alert Service Bulletin MD11–

29A068, dated January 23, 2007, is 

acceptable for compliance with the 

requirements of paragraph (f) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with 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. 

Material Incorporated by Reference 

(i) You must use Boeing Alert Service 

Bulletin MD11–29A068, Revision 1, dated 

February 9, 2007; or Boeing Alert Service 

Bulletin DC10–29A147, dated February 9, 

2007; as applicable, to perform the actions 

that are required by this AD, unless the AD 

specifies otherwise. The Director of the 

Federal Register approved the incorporation 

by reference of these documents in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Contact Boeing Commercial 

Airplanes, Long Beach Division, 3855 

Lakewood Boulevard, Long Beach, California 

90846, Attention: Data and Service 

Management, Dept. C1–L5A (D800–0024), for 

a copy of this service information. You may 

review copies at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or 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 

September 10, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–18459 Filed 9–20–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–29089; Directorate 

Identifier 2007–NM–215–AD; Amendment 

39–15197; AD 2007–18–52] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800, 

–900, and –900ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: This document publishes in 

the Federal Register an amendment 


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adopting airworthiness directive (AD) 

2007–18–52 that was sent previously to 

all known U.S. owners and operators of 

Boeing Model 737–600, –700, –700C, 

–800, –900, and –900ER series airplanes 

by individual notices. This AD requires 

repetitive detailed inspections of the 

slat track downstop assemblies to verify 

that proper hardware is installed, onetime torquing of the nut and bolt, and 

corrective actions if necessary. This AD 

is prompted by reports of parts coming 

off the main slat track downstop 

assemblies. We are issuing this AD to 

detect and correct loose or missing parts 

from the main slat track downstop 

assemblies, which could result in a fuel 

leak and consequent fire. 

DATES: This AD becomes effective 

September 26, 2007 to all persons 

except those persons to whom it was 

made immediately effective by 

emergency AD 2007–18–52, issued 

August 28, 2007, which contained the 

requirements of this amendment. 

We must receive comments on this 

AD by November 20, 2007. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• 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. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room W12–140 on 

the ground floor of the West Building, 

1200 New Jersey Avenue, SE., 

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

p.m., Monday through Friday, except 

Federal holidays. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: On August 

28, 2007, we issued emergency AD 

2007–18–52, which applies to all Boeing 

Model 737–600, –700, –700C, –800, 

–900, and –900ER series airplanes. That 

emergency AD superseded emergency 

AD 2007–18–51, described below. 

Background 

On August 25, 2007, we issued 

emergency AD 2007–18–51 for all 

Boeing Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes. That AD requires repetitive 

detailed inspections of the main slat 

track downstop assemblies to verify that 

proper hardware is installed, one-time 

torquing of the nut and bolt, and 

corrective actions if necessary. 

Corrective actions include installing a 

new or serviceable part; and doing a 

detailed inspection of the inside of the 

slat can for foreign object debris (FOD) 

and damage, and removing any FOD 

and repairing damage that is found. 

That AD resulted from reports of parts 

of the main slat track downstop 

assembly coming off the main slat track. 

In one case, a nut fell into the slat track 

housing (referred to as ‘‘slat can’’) and, 

during a subsequent slat retraction, the 

track made contact with the nut, 

pushing it into the wall of the can and 

puncturing it. That operator reported 

finding fuel leaking from the drain hole 

in the slat track housing at the No. 5 slat 

track position. In another case, an initial 

investigation revealed that following 

retraction of the slats after landing on a 

Model 737–800 airplane, loose parts of 

the main slat track downstop assembly 

punctured the slat can, which resulted 

in a fuel leak and a fire that ultimately 

destroyed the airplane. We issued that 

AD to detect and correct loose or 

missing parts from the main slat track 

downstop assemblies, which could 

result in a fuel leak and consequent fire. 

Actions Since Issuance of Emergency 

AD 2007–18–51 

Since the issuance of emergency AD 

2007–18–51, we have received 

additional reports of parts coming off 

the main slat track downstop 

assemblies. In these cases, the parts 

were found in the bottom of the slat 

track housing (‘‘slat can’’). Additionally, 

in one case, the slat can was damaged. 

Based on this new information, we 

find that the 24-day compliance time 

specified in emergency AD 2007–18–51 

for accomplishing the detailed 

inspection of each main slat track 

downstop assembly to verify proper 

installation of the slat track hardware is 

not adequate to address the unsafe 

condition. We have determined that the 

appropriate compliance time for this 

inspection is 10 days after receipt of 

emergency AD 2007–18–52. In addition, 

we have determined that an inspection 

using borescope techniques in lieu of a 

detailed inspection is acceptable. 

Further, we have determined that by 

performing the initial detailed or 

borescope inspection within the 

reduced compliance time of 10 days, the 

compliance time for torquing the nut 

and bolt can remain at 24 days after 

receipt of emergency AD 2007–18–51. 

FAA’s Determination and Requirements 

of This AD 

Since the unsafe condition described 

is likely to exist or develop on other 

airplanes of the same type design, we 

issued emergency AD 2007–18–52 to 

detect and correct loose or missing parts 

from the main slat track downstop 

assemblies, which could result in a fuel 

leak and consequent fire. 

This AD supersedes emergency AD 

2007–18–51, which required repetitive 

detailed inspections of the main slat 

track downstop assemblies to verify that 

proper hardware is installed, one-time 

torquing of the nut and bolt, and 

corrective actions if necessary. 

Corrective actions include installing a 

new or serviceable part; and doing a 

detailed inspection of the inside of the 

slat can for foreign object debris (FOD) 

and damage, and removing any FOD 

and repairing damage that is found. 

This AD continues to require the same 

actions as emergency AD 2007–18–51, 

but reduces the compliance time for the 

initial detailed inspection of each main 

slat track downstop assembly to verify 

proper installation of the slat track 

hardware from 24 days after receipt of 

emergency AD 2007–18–51 to 10 days 

after receipt of this new AD. This AD 

also provides an additional inspection 

method (using borescope techniques) in 

lieu of the detailed inspection. 

Clarification of Determining Proper 

Installation of Hardware 

Operators should note that it was not 

our intent that the hardware for the 

main slat track downstop assemblies be 

disassembled to determine proper 

installation of the sleeve. Proper 

installation of the sleeve need not be 

confirmed, and the stop location part 

may be installed on either the inboard 

or the outboard side of the slat track. 

Disassembling the parts provides 

additional opportunities for introducing 

the unsafe condition addressed in this 

AD. Therefore, we have revised 

paragraph (f) of this AD accordingly. 

Clarification of Reference to Boeing 

Multi Operator Message 

Paragraph (f)(1) of emergency AD 

2007–18–51 identified ‘‘Boeing 

Correspondence (Multi Operator 

Message) Service Request ID 1–

523812011, issued August 25, 2007,’’ as 

one approved method for verifying 

proper installation; installing a new or 

serviceable part; and inspecting for 


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damage and FOD, and removing FOD 

and repairing damage. This AD 

identifies that document correctly as 

‘‘Boeing Multi Operator Message 

Number 1–523812011–1, issued August 

25, 2007.’’

Since the issuance of emergency AD 

2007–18–51, Boeing has issued Boeing 

Multi Operator Message Number 1–

527463441–1, issued August 28, 2007. 

We have referenced that document in 

this AD as an additional approved 

method for doing the specified actions. 

We found that immediate corrective 

action was required; therefore, notice 

and opportunity for prior public 

comment thereon were impracticable 

and contrary to the public interest, and 

good cause existed to make the AD 

effective immediately by individual 

notices issued on August 28, 2007, to all 

known U.S. owners and operators of 

Boeing Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes. These conditions still exist, 

and the AD is hereby published in the 

Federal Register as an amendment to 

section 39.13 of the Federal Aviation 

Regulations (14 CFR 39.13) to make it 

effective to all persons. 

Interim Action 

We consider this AD interim action. If 

final action is later identified, we might 

consider further rulemaking then. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

relevant written data, views, or 

arguments regarding this AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2007–29089, Directorate Identifier 

2007–NM–215–AD,’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD that might suggest a 

need to modify it. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of that Web site, anyone 

can find and read the comments in any 

of our dockets, including the name of 

the individual who sent the comment 

(or signed the comment on behalf of an 

association, business, labor union, etc.). 

You may review the DOT’s complete 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477–78), or you may visit 

http://dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Operations office 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Operations office (telephone 

(800) 647–5527) is located on the 

ground level of the West Building at the 

DOT street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

the Docket Management System receives 

them. 

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 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. 

The FAA has determined that this 

regulation is an emergency regulation 

that must be issued immediately to 

correct an unsafe condition in aircraft, 

and that it is not a ‘‘significant 

regulatory action’’ under Executive 

Order 12866. It has been determined 

further that this action involves an 

emergency regulation under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979). If this 

emergency regulation is later deemed 

significant under DOT Regulatory 

Policies and Procedures, we will 

prepare a final regulatory evaluation 

and place it in the AD Docket. See the 

ADDRESSES section for a location to 

examine the regulatory evaluation, if 

filed. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, 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): 

2007–18–52 Boeing: Amendment 39–15197. 

Docket No. FAA–2007–29089; 

Directorate Identifier 2007–NM–215–AD. 

Effective Date 

(a) This AD becomes effective September 

26, 2007, to all persons except those persons 

to whom it was made immediately effective 

by emergency AD 2007–18–52, issued on 

August 28, 2007, which contained the 

requirements of this amendment. 

Affected ADs 

(b) This AD supersedes emergency AD 

2007–18–51, issued August 25, 2007. 

Applicability 

(c) This AD applies to all Boeing Model 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes, certificated in any 

category. 

Unsafe Condition 

(d) This AD results from additional reports 

of parts coming off the main slat track 

downstop assemblies. We are issuing this AD 

to detect and correct loose or missing parts 

from the main slat track downstop 

assemblies, which could result in a fuel leak 

and consequent fire. 

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. 

Note 1: Paragraph (f) of this AD merely 

restates the requirements of paragraph (f)(1) 

of AD 2007–18–51. As allowed by the phrase, 

‘‘unless the actions have already been done,’’

if the applicable initial inspections required 

by paragraph (f)(1) of AD 2007–18–51 have 

already been done, this AD does not require 

that those inspections be repeated until the 

repetitive interval of 3,000 flight cycles. 


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Federal Register / Vol. 72, No. 183 / Friday, September 21, 2007 / Rules and Regulations 53931 

Repetitive Detailed Inspections: New Initial 

Compliance Time 

(f) Within 10 days after the effective date 

of this AD: Do a detailed inspection or a 

borescope inspection of each main slat track 

downstop assembly to verify proper 

installation of the slat track hardware (i.e., 

the bolt, washers, downstops, stop location, 

and nut shown in Figure 1 of Boeing Service 

Letter 737–SL–57–084–B, dated July 10, 

2007, and in this AD). Proper installation of 

the sleeve need not be confirmed, and the 

stop location part may be installed on either 

the inboard or the outboard side of the slat 

track. If any part is missing or is installed 

improperly, before further flight, install a 

new or serviceable part using a method 

approved in accordance with the procedures 

specified in paragraph (h) of this AD; and do 

a detailed inspection of the inside of the slat 

can for foreign object debris (FOD) and 

damage. Before further flight, remove any 

FOD found and repair any damage found 

using a method approved in accordance with 

the procedures specified in paragraph (h) of 

this AD. Using Boeing Multi Operator 

Message Number 1–523812011–1, issued 

August 25, 2007; or 1–527463441–1, issued 

August 28, 2007; is one approved method for 

verifying proper installation; installing a new 

or serviceable part; and inspecting for 

damage and FOD, and removing FOD and 

repairing damage. Repeat the actions 

required by paragraph (f) of this AD 

thereafter at intervals not to exceed 3,000 

flight cycles. 

Note 2: Paragraph (g) of this AD merely 

restates the requirements of paragraph (f)(2) 

of AD 2007–18–51. As allowed by the phrase, 

‘‘unless the actions have already been done,’’

if the torque application required by 

paragraph (f)(2) of AD 2007–18–51 has 

already been done, this AD does not require 

that the torque application be repeated. 

One-Time Torquing 

(g) Within 24 days after receipt of AD 

2007–18–51: Apply a torque between 50 to 

80 inch-pounds to the nut. The bolt head 

must be held with the torque applied to the 

nut. 

Note 3: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 


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Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with 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, Seattle 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 2007–18–51 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Material Incorporated by Reference 

(i) None. 

Issued in Renton, Washington, on 

September 10, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–18436 Filed 9–20–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28374; Directorate 

Identifier 2007–NM–067–AD; Amendment 

39–15199; AD 2007–19–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300–600R Series Airplanes; and 

Model A310–300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

While they were gaining access to the THS 

(trimmable horizontal stabilizer) fuel tank for 

maintenance check, several operators have 

found one or several of the 8 THS hoist point 

fitting bases cracked or broken-off. The 

breakage resulted in metallic debris being 

released within the Trim Tank. The origin of 

the damage is most probably due to 

interference with the THS hoisting lugs that 

are stowed in the hoist point fittings in the 

reverse position, being screwed too deep 

inside the THS hoist fittings. Damaged hoist 

point fittings could cause the release of 

metallic debris within the THS fuel system. 

* * * Compliance with the requirements 

of this AD will also eliminate potential 

contributing factor[s] to ignition risks. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 26, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 26, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.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 

Stafford, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 227–1622; 

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 June 18, 2007 (72 FR 33409). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

While they were gaining access to the THS 

(trimmable horizontal stabilizer) fuel tank for 

maintenance check, several operators have 

found one or several of the 8 THS hoist point 

fitting bases cracked or broken-off. The 

breakage resulted in metallic debris being 

released within the Trim Tank. The origin of 

the damage is most probably due to 

interference with the THS hoisting lugs that 

are stowed in the hoist point fittings in the 

reverse position, being screwed too deep 

inside the THS hoist fittings. Damaged hoist 

point fittings could cause the release of 

metallic debris within the THS fuel system. 

This Airworthiness Directive (AD) requires 

the repair of any damaged THS hoist point 

fittings to prevent any risk of further hoist 

point fittings damage as well as any fuel leak. 

Compliance with the requirements of this AD 

will also eliminate potential contributing 

factor[s] to ignition risks. 

The corrective action is an inspection of 

the internal base of the THS hoist point 

fittings for signs of score, cracks, 

perforation or other damage; and an 

inspection of the hoist point fittings 

base inside the fuel tank for structural 

damage, as applicable, and applicable 

corrective actions (repair damaged 

fittings and install new plastic plugs). 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Clarification of Compliance 

We have revised paragraphs (f)(3), 

(f)(4), (f)(5), and (f)(6) of this final rule 

to clarify that those actions are required 

before further flight following the 

inspection required by paragraph (f)(2) 

of the AD. Additionally, we have 

removed the references to doing 

corrective actions ‘‘before return to 

revenue service’’ throughout the AD. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD affects about 137 

products of U.S. registry. We also 

estimate that it takes about 10 workhours per product to comply with the 


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