This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

3267

Vol. 63, No. 14

Thursday, January 22, 1998

NORTHEAST DAIRY COMPACT

COMMISSION

7 CFR Part 1301

Notice of Meeting

AGENCY: Northeast Dairy Compact

Commission.

ACTION: Notice of meeting.

SUMMARY: The Compact Commission

will hold its monthly meeting to

consider whether to adopt as a Final

Rule the Proposed Rule to exempt from

the compact over-order price regulation

fluid milk utilized for child nutrition

programs and distributed by handlers

during the 1998–1999 contract year. The

Commission will also deliberate and

make a final ruling on a handler petition

for exemption from the price regulation.

Certain matters relating to

administration will also be considered

and acted upon. This is a rescheduling

of a previously noticed meeting (63 FR

1396, Jan. 9, 1998) for January 16, 1998,

cancelled due to a winter storm in the

Northeast.

DATES: The meeting is scheduled for

January 26, 1998 commencing at 10:00

a.m. to adjournment.

ADDRESSES: The meeting will be held at

the Holiday Inn, Capitol Room, 172

North Main Street, Concord, NH (exit 14

off Interstate 93).

FOR FURTHER INFORMATION CONTACT:

Daniel Smith, Executive Director,

Northeast Dairy Compact Commission,

43 State Street, PO Box 1058,

Montpelier, VT 05601. Telephone (802)

229–1941.

SUPPLEMENTARY INFORMATION: Notice is

hereby given that the Northeast Dairy

Compact Commission will hold its

regularly scheduled monthly meeting.

The Compact Commission will

deliberate and act upon whether to

adopt as a Final Rule the Proposed Rule

to exempt from the regulation fluid milk

distributed by handlers during the

1998–1999 contract year under

competitive bid contracts with School

Food Authorities in New England for

Child Nutrition Programs qualified for

reimbursement under the National

School Lunch Act of 1946 and the Child

Nutrition Act. See 62 F.R. 65226. The

Commission will also deliberate and

make a final ruling on Horizon Organic

Dairy’s petition for exemption from the

price regulation. Docket # HEP–97–009.

Certain matters relating to

administration, including final approval

of the contract with participating

universities to conduct the market

impact study required by the price

regulation, will also be considered and

acted upon.

(Authority: (a) Article V, Section 11 of the

Northeast Interstate Dairy Compact, and all

other applicable Articles and Sections, as

approved by Section 147, of the Federal

Agriculture Improvement and Reform Act

(FAIR ACT), Pub. L. 104–127, and as thereby

set forth in S.J. Res. 28(1)(b) of the 104th

Congress; Finding of Compelling Public

Interest by United States Department of

Agriculture Secretary Dan Glickman, August

8, 1996 and March 20, 1997. (b) Bylaws of

the Northeast Dairy Compact Commission,

adopted November 21, 1996.)

Daniel Smith,

Executive Director.

[FR Doc. 98–1601 Filed 1–21–98; 8:45 am]

BILLING CODE 1650–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–14–AD]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–10–10, –30, and –40

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain McDonnell Douglas Model DC–

10–10, –30, and –40 series airplanes.

This proposal would require

replacement of certain taper-lok

attachments and forward trunnion bolts

with new components that attach the

left and right main landing gear (MLG)

to each wing. This proposal is prompted

by a report indicating that, due to

overstrength of the forward trunnion

bolt, an MLG broke away and ruptured

a wing fuel tank while an airplane was

being operated off the runway. The

actions specified by the proposed AD

are intended to ensure that the MLG

separates from the wing when it is

subjected to unpredictable overloads

during abnormal operations, and to

prevent consequent primary structural

damage to the airplane.

DATES: Comments must be received by

March 9, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 97–NM–

14–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department C1–L51 (2–60). This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Transport

Airplane Directorate, Los Angeles

Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood,

California.

FOR FURTHER INFORMATION CONTACT:

Ronald Atmur, Aerospace Engineer,

Airframe Branch, ANM–120L, FAA, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California 90712; telephone (562) 627–

5224; fax (562) 627–5210.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be
3268 Federal Register / Vol. 63, No. 14 /Thursday, January 22, 1998 / Proposed Rules

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–14–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–114, Attention: Rules Docket No.

97–NM–14–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA has received a report

indicating that, while a McDonnell

Douglas Model DC–10–10 series

airplane was being operated off the

runway, a main landing gear (MLG)

broke away and ruptured the wing fuel

tank. The results of analysis and testing

conducted by the manufacturer revealed

that certain fasteners (e.g., the forward

trunnion bolt and the bolts for the attach

fitting), which attach the MLG to the

rear spar of the wing, are overstrength.

Consequently, the MLG may not

separate from the airplane, as designed,

when unpredictable overloads are

placed on the MLG during abnormal

operations. This condition, if not

corrected, could result in primary

structural damage to the airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

McDonnell Douglas DC–10 Service

Bulletin 57–78, Revision 1, dated

August 26, 1986 (for Model DC–10–10

series airplanes), which describes

procedures for replacing 24 TL taper-lok

attachments that attach the left and right

MLG attach fitting assemblies on each

wing with heat-treat TLH taper-lok

attachments. This service bulletin also

describes procedures for replacing the

forward trunnion bolts on the left and

right MLG of each wing with ‘‘zero

margin’’ trunnion bolts.

The FAA also has reviewed and

approved McDonnell Douglas DC–10

Service Bulletin 57–79, Revision 1,

dated September 21, 1979, as revised by

McDonnell Douglas DC–10 Service

Bulletin 57–79, Service Bulletin Change

Notification, dated January 23, 1980 (for

Model DC–10–10 series airplanes). This

service bulletin describes procedures for

replacing the 11⁄2-inch-diameter bolts

that attach the left and right MLG attach

fitting and rear spar of each wing with

11⁄4-inch-diameter bolts and bushings,

and installing bolt retainers.

In addition, the FAA has reviewed

and approved McDonnell Douglas DC–

10 Service Bulletin 57–82, dated

February 19, 1980 (for Model DC–10–30

and –40 series airplanes). This service

bulletin describes procedures for

replacing the forward trunnion bolts of

the left and right MLG of each wing

with ‘‘zero margin’’ trunnion bolts. For

certain groups of airplanes, the service

bulletin also describes procedures for

replacing the 11⁄2-inch-diameter bolts

that attach the left and right MLG attach

fitting and rear spar of each wing with

11⁄4-inch-diameter bolts and bushings,

and installing bolt retainers.

Accomplishment of the replacement

of all of these fasteners will allow the

MLG to separate from the wing. This

separation is intended to minimize the

possibility of primary structural damage

to the airplane when the MLG is

subjected to unpredictable overloads

during abnormal operations.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type of design, the proposed AD would

require accomplishment of the actions

specified in the service bulletins

described previously in accordance with

the procedures specified in those

service bulletins.

Cost Impact

For McDonnell Douglas Model DC–10–

10 Series Airplanes

There are approximately 119 Model

DC–10–10 series airplanes of the

affected design in the worldwide fleet,

and 108 airplanes of U.S. registry that

would be affected by the proposed

requirements for replacement of taperlok attachments and forward trunnion

bolts. The FAA estimates that it would

take approximately 462 work hours per

airplane to accomplish these proposed

actions, and that the average labor rate

is $60 per work hour. Required parts

would cost approximately $47,000 per

airplane. Based on these figures, the cost

impact of these proposed actions on

U.S. operators is estimated to be

$8,069,760, or $74,720 per airplane.

There are approximately 111 Model

DC–10–10 series airplanes of the

affected design in the worldwide fleet,

and 82 airplanes of U.S. registry that

would be affected by the proposed

requirements for replacement of larger

attach bolts and installation of bolt

retainers. The FAA estimates that it

would take approximately 500 work

hours per airplane to accomplish these

proposed actions, and that the average

labor rate is $60 per work hour.

Required parts would cost

approximately $11,734 per airplane.

Based on these figures, the cost impact

of these proposed actions on U.S.

operators is estimated to be $3,422,188,

or $41,734 per airplane.

For McDonnell Douglas Model DC–10–

30 and DC–10–40 Series Airplanes

There are approximately 168 Model

DC–10–30 and DC–10–40 series

airplanes of the affected design in the

worldwide fleet, and 82 airplanes of

U.S. registry that are identified as

Groups I and II airplanes in the relevant

service bulletins and that would be

affected by the proposed requirements

for replacement of larger attach bolts,

installation of bolt retainers, and

replacement of forward trunnion bolts.

The FAA estimates that it would take

approximately 576 work hours per

airplane to accomplish these proposed

actions, and that the average labor rate

is $60 per work hour. Required parts

would cost approximately $20,000 per

airplane. Based on these figures, the cost

impact of these proposed actions on

U.S. operators is estimated to be

$4,473,920, or $54,560 per airplane.

There are approximately 20 Model

DC–10–30 and DC–10–40 series

airplanes of the affected design in the

worldwide fleet, and 6 airplanes of U.S.

registry that are identified as Group III

airplanes in the relevant service

bulletins and that would be affected by

the proposed requirements for

replacement of forward trunnion bolts.

The FAA estimates that it would take

approximately 76 work hours per

airplane to accomplish this proposed

action, and that the average labor rate is

$60 per work hour. Required parts

would cost approximately $15,800 per

airplane. Based on these figures, the cost

impact of this proposed action on U.S.

operators is estimated to be $122,160, or

$20,360 per airplane.

The cost impact figures discussed

above are based on assumptions that no
Federal Register / Vol. 63, No. 14 /Thursday, January 22, 1998 / Proposed Rules 3269

operator has yet accomplished the

proposed action, and that no operator

would accomplish that action in the

future if this AD were not adopted.

However, the FAA has been advised

that the following actions have been

accomplished on Model DC–10–10

series airplanes in accordance with the

requirements of this proposed AD:

• Taper-lok attachments and forward

trunnion bolts have been replaced on 77

U.S.-registered airplanes. Therefore, the

future economic cost impact of those

proposed actions on U.S. operators is

now only $2,316,320.

• Larger attach bolts have been

replaced and bolt retainers have been

installed on 77 U.S.-registered airplanes.

Therefore, the future economic cost

impact of those proposed actions on

U.S. operators is now only $208,670.

• The FAA also has been advised that

the following actions have been

accomplished on Model DC–10–30 and

DC–10–40 series airplanes in

accordance with the requirements of

this proposed AD:

• Forward trunnion bolts and larger

attach bolts have been replaced and bolt

retainers have been installed on 40 U.S.-

registered airplanes identified as Groups

I and II airplanes in the relevant service

bulletins. Therefore, the future

economic cost impact of those proposed

actions on U.S. operators is now only

$2,291,520.

• Forward trunnion bolts have been

replaced on 3 U.S.-registered airplanes

identified as Group III airplanes in the

relevant service bulletins. Therefore, the

future economic cost impact of this

proposed action on U.S. operators is

now only $61,080.

Regulatory Impact

The regulations proposed herein

would not have substantial direct effects

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. Therefore,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(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. Section 39.13 is amended by

adding the following new airworthiness

directive:

McDonnell Douglas: Docket 97–NM–14–AD.

Applicability: Model DC–10–10, DC–10–

30, and DC–10–40 series airplanes;

certificated in any category; as listed in the

following McDonnell Douglas service

bulletins:

• McDonnell Douglas DC–10 Service

Bulletin 57–78, Revision 1, dated August 26,

1986;

• McDonnell Douglas DC–10 Service

Bulletin 57–79, Revision 1, dated September

21, 1979, as revised by McDonnell Douglas

DC–10 Service Bulletin Change Notification

57–79, dated January 23, 1980; and

• McDonnell Douglas DC–10 Service

Bulletin 57–82, dated February 19, 1980.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To ensure that the main landing gear

(MLG) separates from the wing when it is

subjected to unpredictable overloads during

abnormal operations, and to prevent

consequent primary structural damage to the

airplane, accomplish the following:

(a) For Model DC–10–10 series airplanes,

as listed in McDonnell Douglas DC–10

Service Bulletin 57–78, Revision 1, dated

August 26, 1986: Within 5 years after the

effective date of this AD, accomplish the

requirements of paragraphs (a)(1) and (a)(2)

of this AD, in accordance with the service

bulletin.

(1) Replace 24 TL taper-lok attachments

that attach the left and right MLG attach

fitting assemblies on each wing with heattreat TLH taper-lok attachments in

accordance with the service bulletin. And

(2) Replace each forward trunnion bolt on

the left and right MLG of each wing with a

‘‘zero margin’’ trunnion bolt in accordance

with the service bulletin.

Note 2: Replacement of taper-lok

attachments and forward trunnion bolts

accomplished prior to the effective date of

this AD in accordance with McDonnell

Douglas DC–10 Service Bulletin 57–78, dated

February 19, 1980, is considered acceptable

for compliance with the requirements of

paragraphs (a)(1) and (a)(2) of this AD.

(b) For Model DC–10–10 series airplanes,

as listed in McDonnell Douglas DC–10

Service Bulletin 57–79, Revision 1, dated

September 21, 1979, as revised by McDonnell

Douglas DC–10 Service Bulletin Change

Notification 57–79, dated January 23, 1980:

Within 5 years after the effective date of this

AD, replace each 11⁄2-inch-diameter bolt and

bushing that attach the left and right MLG

attach fitting and rear spar of each wing with

a 11⁄4-inch-diameter bolt, and install bolt

retainers, in accordance with the service

bulletin and service bulletin change

notification.

Note 3: Replacement of 11⁄2-inch-diameter

bolts and installation of bolt retainers prior

to the effective date of this AD in accordance

with McDonnell Douglas DC–10 Service

Bulletin 57–79, dated June 5, 1979, are

considered acceptable for compliance with

the requirements of paragraph (b) of this AD.

(c) For Model DC–10–30 and DC–10–40

series airplanes: Except as provided by

paragraph (d) of this AD, within 5 years after

the effective date of this AD, accomplish the

requirements of paragraph (c)(1) or (c)(2) of

this AD, as applicable, in accordance with

McDonnell Douglas DC–10 Service Bulletin

57–82, dated February 19, 1980.

(1) For airplanes identified as Groups I and

II in the service bulletin: Replace each

forward trunnion bolt on the left and right

MLG of each wing with a ‘‘zero margin’’

forward trunnion bolt; replace each 11⁄2-inchdiameter bolt and bushing that attach the left

and right MLG attach fitting and rear spar of

each wing with a 11⁄4-inch-diameter bolt, and

install bolt retainers, in accordance with the

service bulletin.

(2) For airplanes identified as Group III in

the service bulletin: Replace each forward

trunnion bolt on the left and right MLG of

each wing with a ‘‘zero margin’’ trunnion

bolt in accordance with the service bulletin.

(d) For Model DC–10–30 and DC–10–40

airplanes: Installation of a trunnion bolt

having part number (P/N) ARG7558–501 or

P/N ARG7558–507 on the MLG, in

accordance with AD 96–03–05, amendment

39–9502, constitutes terminating action for

the requirement to replace the trunnion bolts

for that landing gear, as required in

paragraph (c)(1) or (c)(2) of this AD.
3270 Federal Register / Vol. 63, No. 14 /Thursday, January 22, 1998 / Proposed Rules

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Los Angeles ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on January

14, 1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–1427 Filed 1–21–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–108–AD]

RIN 2120–AA64

Airworthiness Directives; Dornier

Model 328–100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Dornier Model 328–100 series

airplanes. This proposal would require

a one-time inspection for discrepancies

of certain engine control cables, and

replacement of the cables with new or

serviceable control cables, if necessary.

It also would require modification of the

cable fairleads on the nose rib firewall.

Additionally, this proposal would

require modification of the mounting

brackets of the control cable pulleys in

the pulley box. This proposal is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by the proposed

AD are intended to prevent chafing of

engine control cables, which could

cause the cables to break and result in

loss of engine control and consequent

reduced controllability of the airplane.

DATES: Comments must be received by

February 23, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 97–NM–

108–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Fairchild Dornier, Dornier Luftfahrt

GmbH, P.O. Box 1103, D–82230

Wessling, Germany. This information

may be examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4556, telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–108–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–114, Attention: Rules Docket No.

97–NM–108–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Luftfahrt-Bundesamt (LBA),

which is the airworthiness authority for

Germany, notified the FAA that an

unsafe condition may exist on certain

Dornier Model 328–100 series airplanes.

The LBA advises that it received a

report indicating that, during routine

inspection, engine control cables were

found to be chafed in the area of the

cable fairleads on the nose rib firewall,

and in the area of the cable fairleads in

the fuselage. Such chafing, if not

corrected, could cause the cables to

break and result in loss of engine

control and consequent reduced

controllability of the airplane.

Explanation of Relevant Service

Information

Dornier has issued Service Bulletin

SB–328–76–152, dated May 6, 1996,

which describes procedures for a onetime inspection for chafing or

discrepancies of the engine control

cables in the area of the cable fairleads

on the nose rib firewall, and

replacement of the cables with new or

serviceable cables, if necessary.

Additionally, that service bulletin

describes procedures for modification of

these cable fairleads, which entails

removing the fairleads, enlarging the

bolt holes, and reworking the firewall.

In addition, Dornier also has issued

Service Bulletin SB–328–76–168, dated

May 6, 1996, which describes

procedures for a one-time inspection for

chafing or discrepancies of the engine

control cables in the area of the cable

fairleads in the fuselage, and

replacement of the cables with new or

serviceable cables, if necessary.

Additionally, that service bulletin

describes procedures for modification of

the mounting brackets of the control

cable pulleys in the pulley box, in order

to improve alignment of the control

cables in the area of the cable fairleads

in the fuselage.

Accomplishment of the actions

specified in the service bulletins is

intended to adequately address the

identified unsafe condition. The LBA

classified these service bulletins as

mandatory and issued German

airworthiness directives 96–288 and 96–

290, both dated October 10, 1996, in

order to assure the continued

airworthiness of these airplanes in

Germany.