63132 Federal Register / Vol. 78, No. 205 / Wednesday, October 23, 2013 / Proposed Rules 

P/N 57034–08A050215, or P/N 57034– 

09A050270, on any airplane. 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 777–35A0029, dated June 6, 

2012, provided that the low-pressure oxygen 

hoses described in Boeing Alert Service 

Bulletin 777–35A0029, Revision 1, dated 

April 29, 2013, were replaced with new nonconductive low-pressure oxygen hoses. 

Boeing Alert Service Bulletin 777–35A0029, 

dated June 6, 2012, is not incorporated by 

reference in this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k) of this AD. Information may be 

emailed to 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(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 ODA that 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. 

(k) Related Information 

(1) For more information about this AD, 

Susan L. Monroe, Aerospace Engineer, Cabin 

Safety and Environmental Systems Branch, 

ANM–150S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

phone: 425–917–6457; fax: 425–917–6590; 

email: susan.l.monroe@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

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

Internet https://www.myboeingfleet.com. You 

may review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

September 30, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–24794 Filed 10–22–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0865; Directorate 

Identifier 2012–NM–199–AD] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Fokker Services B.V. Model F.28 Mark 

0070 and 0100 airplanes. This proposed 

AD was prompted by an evaluation by 

the design approval holder (DAH) 

indicating that the butt-joints on the 

forward fuselage above the passenger 

door are subject to widespread fatigue 

damage (WFD). This proposed AD 

would require inspecting the forward 

fuselage butt-joints for cracking, 

repairing any crack, and eventually 

doing a terminating repair. We are 

proposing this AD to prevent fatigue 

cracking of such butt-joints, which 

could result in reduced structural 

integrity of the airplane and in-flight 

decompression of the airplane. 

DATES: We must receive comments on 

this proposed AD by December 9, 2013. 

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, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 1357, 2130 EL Hoofddorp, the 

Netherlands; telephone +31 (0)88–6280– 

350; fax +31 (0)88–6280–111; email 

technicalservices@fokker.com; Internet 

http://www.myfokkerfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the MCAI, 

the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations 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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

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–2013–0865; Directorate Identifier 

2012–NM–199–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 based on 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 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 


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element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as WFD. As an 

airplane ages, WFD will likely occur, 

and will certainly occur if the airplane 

is operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

catastrophic failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

design approval holders establish a limit 

of validity (LOV) of the engineering data 

that support the structural maintenance 

program. Operators affected by the WFD 

rule may not fly an airplane beyond its 

LOV, unless an extended LOV is 

approved. 

The WFD rule (75 FR 69746, 

November 15, 2010) does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this approach 

is necessary to enable design approval 

holders to propose LOVs that allow 

operators the longest operational lives 

for their airplanes, and still ensure that 

WFD will not occur. This approach 

allows for an implementation strategy 

that provides flexibility to DAHs in 

determining the timing of service 

information development (with FAA 

approval), while providing operators 

with certainty regarding the LOV 

applicable to their airplanes. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0218, 

dated October 19, 2012 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

A report has been received of a crack, 

detected in a butt-joint on the forward 

fuselage of an F28 Mark 0100 aeroplane, 

above the passenger door. Investigation 

results revealed that, depending on the 

configuration of the aeroplane, four butt 

joints in the forward fuselage can be affected, 

at stringers 8, 37, 42 and 67 between fuselage 

stations 3850 and 5305. 

This condition, if not detected and 

corrected, can result in an exponential crack 

growth rate, possibly leading to failure of the 

butt-joint over a certain length and 

consequent in-flight decompression of the 

aeroplane. 

For the reasons described above, this 

[EASA] AD requires a one-time inspection 

[low frequency eddy current] of the forward 

fuselage butt joints for cracks and, depending 

on findings, accomplishment of a temporary 

repair [including a detailed inspection for 

cracks in the butt strap on the inside of the 

applicable joint, and corrective actions if 

necessary] and reporting the findings to 

Fokker Services. In addition, this AD requires 

a permanent repair/modification [and a 

detailed inspection for cracks in the butt 

strap on the inside of the applicable joint, 

and corrective actions if necessary]. 

* * * * * 

Corrective actions include removing 

the cracked part of the butt joint and 

installing an insert, and installing of an 

external repair strap. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Relevant Service Information 

Fokker Services B.V. has issued 

Fokker Service Bulletin SBF100–53– 

118, Revision 2, dated October 16, 2012; 

and Fokker Service Bulletin SBF100– 

53–119, Revision 2, dated May 8, 2013. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

The MCAI specifies an alternative 

detailed visual inspection of the buttjoints from the inside of the fuselage. 

This proposed AD would not allow that 

inspection, and the difference has been 

coordinated with EASA. 

Explanation of Compliance Time 

The compliance time for the 

modification specified in this proposed 

AD for addressing WFD was established 

to ensure that discrepant structure is 

modified before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Costs of Compliance 

We estimate that this proposed AD 

affects 4 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 ......................................................................................................... 127 workhours × $85 

per hour = 

$10,795 

$0 $10,795 $43,180 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 


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63134 Federal Register / Vol. 78, No. 205 / Wednesday, October 23, 2013 / Proposed Rules 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair .............................................. 30 work-hours × $85 per hour = $2,550 ................................................... $0 $2,550 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this proposed AD is 2120– 

0056. The paperwork cost associated 

with this proposed AD has been 

detailed in the Costs of Compliance 

section of this document and includes 

time for reviewing instructions, as well 

as completing and reviewing the 

collection of information. Therefore, all 

reporting associated with this proposed 

AD is mandatory. Comments concerning 

the accuracy of this burden and 

suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave., SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it 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: 

Fokker Services B.V.: Docket No. FAA– 

2013–0865; Directorate Identifier 2012– 

NM–199–AD. 

(a) Comments Due Date 

We must receive comments by December 9, 

2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Fokker Services B.V. 

Model F.28 Mark 0070 and 0100 airplanes, 

certificated in any category, as identified in 

Fokker Service Bulletin SBF100–53–118, 

Revision 2, dated October 16, 2012. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Reason 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicating 

that the butt-joints on the forward fuselage 

above the passenger door are subject to 

widespread fatigue damage (WFD). We are 

issuing this AD to prevent fatigue cracking of 

such butt-joints, which could result in 

reduced structural integrity of the airplane 

and in-flight decompression of the airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Inspection 

Before the accumulation of 35,000 total 

flight cycles, or within 8 months after the 

effective date of this AD, whichever occurs 

later: Do a low frequency eddy current 

inspection for cracking of the forward 

fuselage butt-joints, in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–53–118, Revision 2, 

dated October 16, 2012. 

(h) Repair 

If any cracking is found during the 

inspection specified in paragraph (g) of this 

AD, before further flight, do the actions 

specified in either paragraph (h)(1) or (h)(2) 

of this AD. 

(1) Accomplish a temporary repair, 

including a detailed inspection for cracks in 

the butt strap on the inside of the applicable 

joint, and all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF100–53–118, Revision 2, dated October 

16, 2012. 

(2) Do a terminating repair of the forward 

fuselage butt-joints, including a detailed 

inspection for cracks in the butt strap on the 

inside of the applicable joint, and all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Fokker Service Bulletin SBF100–53–119, 

Revision 2, dated May 8, 2013. 

Accomplishing the terminating repair 

specified in this paragraph is a method of 

compliance with the terminating repair 

required by paragraph (j) of this AD. 

(i) Reporting 

Submit a report of any crack findings from 

the inspection specified in paragraph (g) of 

this AD to Fokker Services, Hoeksteen 40, 

2132 MS Hoofddorp, PO Box 1357, 2130 EL 

Hoofddorp, The Netherlands; by using the 

Reporting Form (figure 14 and figure 15, as 

applicable) of Fokker Service Bulletin 

SBF100–53–118, Revision 2, dated October 

16, 2012; at the applicable time specified in 

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


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(1) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

(j) Terminating Repair 

Before the accumulation 50,000 total flight 

cycles, or within 8 months after the effective 

date of this AD, whichever occurs later: Do 

the terminating repair of the forward fuselage 

butt-joints, including a detailed inspection 

for cracks in the butt strap on the inside of 

the applicable joint, and all applicable 

corrective actions, in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–53–119, Revision 2, 

dated May 8, 2013. Do all applicable 

corrective actions before further flight. 

(k) Credit for Previous Actions 

(1) This paragraph provides credit for 

applicable actions required by paragraphs (g) 

and (h)(1) of this AD, if those actions were 

performed before the effective date of this AD 

using the service bulletins specified in 

paragraphs (k)(1)(i) or (k)(1)(ii) of this AD, 

which are not incorporated by reference in 

this AD. 

(i) Fokker Service Bulletin SBF100–53– 

118, dated April 10, 2012. 

(ii) Fokker Service Bulletin SBF100–53– 

118, Revision 1, dated July 6, 2012. 

(2) This paragraph provides credit for 

actions required by paragraphs (h)(2) and (j) 

of this AD, if those actions were performed 

before the effective date of this AD using the 

service bulletins specified in paragraphs 

(k)(2)(i) or (k)(2)(ii) of this AD, which are not 

incorporated by reference in this AD. 

(i) Fokker Service Bulletin SBF100–53– 

119, dated June 20, 2012. 

(ii) Fokker Service Bulletin SBF100–53– 

119, Revision 1, dated October 30, 2012. 

(l) Compliance Time Provisions 

No alternative compliance times may be 

used for the modification required by 

paragraph (j) of this AD, unless extensive 

new data are provided and the compliance 

time is approved as an alternative method of 

compliance (AMOC) in accordance with the 

procedures specified in paragraph (m) of this 

AD. 

(m) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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 International Branch, send it to ATTN: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 227–1137; fax (425) 

227–1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

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

Information Collection Clearance Officer, 

AES–200. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information European 

Aviation Safety Agency Airworthiness 

Directive 2012–0218, dated October 19, 2012, 

for related information, which can be found 

in the AD docket on the Internet at http://

www.regulations.gov. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 1357, 

2130 EL Hoofddorp, the Netherlands; 

telephone +31 (0)88–6280–350; fax +31 

(0)88–6280–111; email technicalservices@

fokker.com; Internet http://

www.myfokkerfleet.com. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

September 30, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–24795 Filed 10–22–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–21236; Directorate 

Identifier 2005–NM–011–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Proposed rule; withdrawal. 

SUMMARY: The FAA withdraws a notice 

of proposed rulemaking (NPRM) that 

proposed a new airworthiness directive 

(AD) for certain The Boeing Company 

Model 767 airplanes equipped with 

General Electric Model CF6–80C2 

engines. The NPRM proposed to require 

modifying a relay installation and 

associated wiring of the engine cowl 

anti-ice system and performing a 

functional test of the thrust reverser 

system. The NPRM also proposed to 

require replacing the operational 

program software of certain indicating/ 

recording systems. Since we issued the 

NPRM, we have received new data that 

indicate the unsafe condition would not 

be adequately addressed by the 

proposed action. The manufacturer has 

issued new service information to 

address the unsafe condition. 

Consequently, we issued new 

rulemaking action that positively 

addresses the unsafe condition 

identified in the NPRM, and eliminates 

the need for the actions proposed in the 

NPRM. Accordingly, the NPRM is 

withdrawn. 

DATES: As of October 23, 2013, the 

proposed rule, which was published in 

the Federal Register on May 18, 2005 

(70 FR 28489), is withdrawn. 

ADDRESSES: 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 action, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 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: 

Tung Tran, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 


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