56464 Federal Register / Vol. 73, No. 189 / Monday, September 29, 2008 / Rules and Regulations 

343—CEP 12.225, Sao Jose dos Campos—SP, 

Brazil. 

(3) 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/ibrlocations.html. 

Issued in Renton, Washington, on 

September 12, 2008. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–22205 Filed 9–26–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0638; Directorate 

Identifier 2008–NM–035–AD; Amendment 

39–15680; AD 2008–20–01] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Model 382, 382B, 382E, 382F, and 382G 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Lockheed Model 382, 382B, 382E, 382F, 

and 382G series airplanes. This AD 

requires revising the FAA-approved 

maintenance program by incorporating 

new airworthiness limitations for fuel 

tank systems to satisfy Special Federal 

Aviation Regulation No. 88 

requirements. This AD also requires the 

accomplishment of certain fuel system 

modifications, the initial inspections of 

certain repetitive fuel system limitations 

to phase in those inspections, and repair 

if necessary. This AD results from a 

design review of the fuel tank systems. 

We are issuing this AD to prevent the 

potential for ignition sources inside fuel 

tanks caused by latent failures, 

alterations, repairs, or maintenance 

actions, which, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

DATES: This AD is effective November 3, 

2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 3, 2008. 

ADDRESSES: For service information 

identified in this AD, contact Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company, Airworthiness 

Office, Dept. 6A0M, Zone 0252, Column 

P–58, 86 S. Cobb Drive, Marietta, 

Georgia 30063. 

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: 

Robert A. Bosak, Aerospace Engineer, 

Propulsion and Services Branch, ACE– 

118A, FAA, Atlanta Aircraft 

Certification Office, One Crown Center, 

1895 Phoenix Boulevard, Suite 450, 

Atlanta, Georgia 30349; telephone (770) 

703–6094; fax (770) 703–6097. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to all 

Lockheed Model 382, 382B, 382E, 382F, 

and 382G series airplanes. That NPRM 

was published in the Federal Register 

on June 13, 2008 (73 FR 33740). That 

NPRM proposed to require revising the 

FAA-approved maintenance program by 

incorporating new airworthiness 

limitations for fuel tank systems to 

satisfy Special Federal Aviation 

Regulation No. 88 (SFAR 88) 

requirements. That NPRM also proposed 

to require the accomplishment of certain 

fuel system modifications, the initial 

inspections of certain repetitive fuel 

system limitations to phase in those 

inspections, and repair if necessary. 

Actions Since NPRM Was Issued 

Since we issued the NPRM, Lockheed 

has issued Service Bulletin 382–28–20, 

Revision 5, dated June 19, 2008, to 

reflect changes to the required kits. In 

the NPRM, we referred to Revision 4 of 

the service bulletin, dated May 21, 2007, 

as an additional source of service 

information for installing ground fault 

interrupters (GFIs) and flame arrestors 

for protection of the fuel system. The 

procedures in Revision 5 of the service 

bulletin are essentially the same as 

those in Revision 4. Therefore, we have 

revised Table 1 of this AD to refer to 

Revision 5 of the service bulletin as the 

appropriate source of service 

information for installing the GFIs and 

flame arrestors. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the four commenters. 

Requests To Revise Compliance Time 

Lynden Air Cargo (LAC) and Safair 

request that we extend the compliance 

time from 24 months to 36 months for 

doing the modification in paragraph (h) 

of the NPRM. As justification, the 

commenters state that additional time is 

needed to procure parts and to 

accomplish the modifications during a 

heavy maintenance visit. 

We agree to revise the compliance 

time in paragraph (h) of this AD to 36 

months. Extending the compliance time 

will not adversely affect safety, and it 

will allow operators to accomplish the 

modifications, initial inspections, and 

repairs during regularly scheduled 

maintenance at a base where special 

equipment and trained maintenance 

personnel will be available if necessary. 

Request To Revise Paragraph (g)(1) of 

the NPRM 

LAC requests that we revise paragraph 

(g)(1) of the NPRM to refer to paragraph 

2.C.(3)(e) of Lockheed Service Bulletin 

382–28–22, Revision 3, dated March 28, 

2008, instead of paragraph 2.C.(3)(c). 

LAC believes that ‘‘2.C.(3)(c)’’ is a 

typographical error because all of the 

other critical design configuration 

control limitation (CDCCL) items 

referred to in paragraph (g)(1) of the 

NPRM address wiring practices and 

resistance measurements. 

We agree with LAC’s request and have 

revised paragraph (g)(1) of this AD 

accordingly. The CDCCLs referred to in 

paragraphs 2.C.(3)(e), 2.C.(3)(h), 

2.C.(4)(a), 2.C.(5)(c), 2.C.(7)(h), and 

2.C.(8) of Lockheed Service Bulletin 

382–28–22 are all items that can be 

accomplished in accordance with 

Lockheed Service Bulletin 382–28–19, 

Revision 3, dated November 30, 2006. 

Request To Revise the Method of 

Compliance in Paragraph (g)(1) of the 

NPRM 

LAC requests that we revise paragraph 

(g)(1) of the NPRM as follows: ‘‘* * * 

do the applicable actions in accordance 

with the procedures specified in 

Lockheed Service Bulletin 382–28–19, 

Revision 3, dated November 30, 2006, or 

a method approved in accordance with 

paragraph (k) of this AD.’’ Paragraph 


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(g)(1) of the NPRM specifies to ‘‘* * * 

do the applicable actions using a 

method approved in accordance with 

the procedures specified in paragraph 

(k) of this AD. Lockheed Service 

Bulletin 382–28–19, Revision 3, dated 

November 30, 2006, is one approved 

method.’’ LAC states that the language 

provided in the NPRM could be 

interpreted to mean that an alternative 

method of compliance (AMOC) is 

always required. 

We partially agree. We have revised 

paragraph (g)(1) of this AD to specify 

doing the ‘‘* * * applicable actions in 

accordance with the Accomplishment 

Instructions of Lockheed Service 

Bulletin 382–28–19, Revision 3, dated 

November 30, 2006.’’ Under the 

provisions of paragraph (k) of this AD, 

we will consider requests for approval 

of an AMOC, so it is not necessary to 

restate so in paragraph (g)(1) of this AD. 

We have also deleted the last sentence 

of paragraph (g)(1) of the NPRM, which 

states ‘‘Lockheed Service Bulletin 382– 

28–19, Revision 3, dated November 30, 

2006, is one approved method.’’ We 

would like to clarify that the original 

language in the NPRM would not have 

required operators to always request an 

AMOC because that last sentence 

already provided one approved method. 

Request To Clarify the Intent of 

Paragraph (i) of the NPRM 

LAC interprets paragraph (i) of the 

NPRM to mean that the NPRM will not 

be revised to incorporate revised service 

bulletins. LAC also interprets that 

paragraph to mean that approval of any 

revised service bulletins by the Atlanta 

Aircraft Certification Office (ACO) 

constitutes approval for including these 

revised service bulletins into its fuel 

system maintenance program. 

We infer that LAC requests that we 

confirm whether LAC’s interpretations 

are correct. We agree that LAC’s 

interpretations of the language in the 

NPRM are correct. However, we have 

revised paragraph (i) of this AD by 

removing reference to the use of a ‘‘later 

revision’’ of the applicable service 

information to be consistent with the 

FAA policy and Office of the Federal 

Register regulations. We might consider 

approving the use of a later revision of 

the service information as an AMOC to 

this AD, as provided by paragraph (k) of 

this AD. 

Request for Clarification of Compliance 

With Certain Regulations 

LAC asks if compliance with the 

NPRM constitutes compliance with 

section 121.1113 of the Federal Aviation 

Regulations (14 CFR 121.1113). If so, 

LAC requests that the AD state so. LAC 

cites 14 CFR 121.1113(f), which states 

‘‘* * * any later fuel tank system 

revisions must be submitted to the 

Principal Inspector for review and 

approval.’’ LAC interprets this 

regulation to mean that, even after the 

Atlanta ACO has approved a revised 

service bulletin, LAC would still be 

required to obtain approval from the 

principal inspector to incorporate the 

revised service bulletin into its fuel 

system maintenance program. 

LAC also points out that the preamble 

of the NPRM states that the NPRM 

would also allow accomplishing the 

maintenance program revision in 

accordance with later revisions of 

Lockheed Service Bulletin 382–28–22 as 

an acceptable method of compliance if 

they are approved by the Manager, 

Atlanta ACO. LAC interprets the phrase 

‘‘would also allow’’ to mean that LAC 

has the option, after ACO approval, to 

incorporate the revised service bulletin 

into its maintenance program, and that 

it would neither be mandatory, nor 

could a principal inspector require the 

incorporation of the revised service 

bulletin unless this AD was superseded 

to mandate the revised service bulletin. 

Yes, we agree that even after ACO 

approval of a later revision of the 

service bulletin, an operator would still 

be required to obtain approval from the 

principal inspector before a later FAAapproved service bulletin could be 

incorporated into its maintenance 

program. Further, as stated previously, 

we have removed the reference for using 

later revisions of the service bulletin 

approved by the Atlanta ACO. Operators 

may request approval for the use of later 

revisions of the service information as 

an AMOC to this AD, as provided by 

paragraph (k) of this AD. No change to 

the AD is necessary in this regard. 

Request To Revise Applicability 

A commenter, William L. Davis, states 

that we might have inadvertently 

omitted certain U.S.-registered Model 

C–130 airplanes from the applicability 

of the NPRM. The commenter refers us 

to Type Certificate Data Sheets A15NM, 

A30NM, A31NM, A33NM, A34SO, 

A39CE, A5SO, and TQ3CH. The 

commenter asks if we intentionally 

excluded these airplanes from the 

NPRM. 

Yes, we have intentionally excluded 

the airplanes that the commenter refers 

to because they are restricted category 

airplanes, which are not affected by this 

AD. This AD applies only to Model 382, 

382B, 382E, 382F, and 382G series 

airplanes, which are transport category 

airplanes. We have not changed the AD 

in this regard. 

Request To Reduce the Estimated 

Number of Affected Airplanes 

Lockheed states that its data show 

that the number of U.S.-registered 

airplanes that would be affected by the 

NPRM is 14. 

We infer Lockheed requests that we 

reduce the estimated number of affected 

airplanes from 21 to 14 in the Costs of 

Compliance section of this AD. We 

disagree because we have researched 

this issue and determined that this AD 

applies to 24 U.S.-registered airplanes. 

Of these airplanes, 14 are active and 10 

are inactive. The inactive airplanes need 

to be included in our estimate to 

provide for any airplanes that might 

return to service in the future. 

Therefore, we have revised our estimate 

in this AD to 24 airplanes, and we have 

updated the Estimated Costs table of 

this AD accordingly. 

Request To Revise the Compliance 

Time in Paragraph (g) of the NPRM 

LAC requests that we revise the 

compliance date in paragraph (g) of the 

AD from December 16, 2008, to 

December 17, 2008. LAC points out that, 

in the Explanation of Compliance Time 

section of the NPRM, we specified that 

the compliance date is December 16, 

2008, for regulations addressing fuel 

tank safety issues. However, LAC asserts 

that the actual date that operators must 

be in compliance with this AD is 

December 17, 2008. As justification, 

LAC cites section 14 CFR 121.1113(c), 

which states: ‘‘After December 16, 2008, 

no certificate holder may operate an 

airplane * * * unless the maintenance 

program for that airplane has been 

revised to include applicable 

inspections, procedures, and limitations 

for fuel tanks systems.’’ 

We disagree with changing the 

compliance date. ‘‘After December 16, 

2008’’ means that operators must revise 

their maintenance programs to address 

fuel tank systems on or before December 

16, 2008, in order to be in compliance 

after December 16, 2008. Therefore, the 

compliance date is December 16, 2008. 

We have not changed the AD in this 

regard. 

Request To Revise the Compliance 

Time in Paragraph (h) of the NPRM 

Lockheed points out that the 

compliance time in paragraph (h) of the 

NPRM appears to conflict with the 

compliance date of December 16, 2008, 

for complying with SFAR 88 

regulations, as specified in the 

Explanation of Compliance Time 

section and in paragraph (g) of the 

NPRM. 

We infer Lockheed requests that we 

revise the compliance time in paragraph 


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(h) of this AD to December 16, 2008. We 

disagree because 14 CFR 121.1113(c) 

requires only that operators revise their 

maintenance programs to include 

applicable inspections, procedures, and 

limitations for fuel tank systems on or 

before December 16, 2008. Further, to 

avoid unduly burdening operators, it is 

necessary to provide a 36-month grace 

period for accomplishing the 

modifications, initial inspections, and 

repairs specified in paragraph (h) of this 

AD. We have not changed the AD in this 

regard. 

Request To Revise the Wire Separation 

Requirement 

LAC requests that paragraph 

2.C.(8)(a)2a of Lockheed Service 

Bulletin 382–28–19, Revision 3, dated 

November 30, 2006, be revised to 

specify that ‘‘* * * between FS 245.0 

and FS 597.0 (along the wing trailing 

edge) where wires pass through cutouts 

in the structure, 1⁄2 to 2 inches in 

separation is permitted between wire 

bundles.’’ The service bulletin currently 

states this separation allowance is 

between fuselage station (FS) 245.0 and 

FS 457.0. However, LAC states the ‘‘FS 

457.0’’ appears to be an error because 

the wing trailing edge is at FS 597.0. 

We disagree that FS 457.0 should be 

revised to FS 597.0. We have verified 

with the Lockheed that FS 457.0 is the 

correct location. This fuselage station 

corresponds to the wing root area, 

which is outside of the pressure vessel 

and where the wires pass along the wing 

trailing edge. Lockheed intends to revise 

the service bulletin to clarify the wire 

separation requirement and provide 

additional information. No change to 

the AD is necessary in this regard. 

Request To Provide Installation 

Instructions for the GFIs and Flame 

Arrestors 

LAC states that Lockheed Service 

Bulletin 382–28–20, Revision 4, dated 

May 21, 2007, is an informational and 

planning service bulletin. LAC also 

states that the service bulletin does not 

contain any instructions for installing 

the GFIs and flame arrestors, and that it 

instead refers to Installation Kit Drawing 

3359620 for those instructions. LAC 

states that it cannot comment without 

being able to see the drawing and 

requests that the drawing is made 

available. Also, LAC asks what 

approved data is used for the 

installation of the kits and who 

approved it. 

We acknowledge LAC’s comments. 

The FAA approved the data for the 

installation kits through design analysis 

and testing. The installation was then 

conformed and tested on a Model 382 

series airplane. We have coordinated 

with Lockheed and it has stated that the 

installation drawings were made 

available to LAC the first week of 

August 2008. Also, Lockheed has stated 

that it intends to include that 

information directly in a future revision 

of Lockheed Service Bulletin 382–28– 

20. If the service bulletin is revised after 

issuance of this AD, we may consider 

approving the use of a later revision of 

the service information as an AMOC 

with this AD, as provided by paragraph 

(k) of this AD. No change to the AD is 

necessary in this regard. 

Request To Standardize Approval 

Statements 

LAC requests that we use the 

following FAA approval statement in 

service bulletins: ‘‘Approved by FAA 

Atlanta Certification Office.’’ LAC states 

that the approval statements are either 

inconsistent or non-existent for the 

service bulletins referenced in the 

NPRM. 

We acknowledge LAC’s request. 

However, this request is best presented 

to the airplane manufacturer, who 

develops and includes the applicable 

approval statement in the service 

bulletin. No change to the AD is 

necessary in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

We estimate that this AD affects 24 

airplanes of U.S. registry. The following 

table provides the estimated costs, at an 

average labor rate of $80 per hour, for 

U.S. operators to comply with this AD. 

ESTIMATED COSTS

Action Work hours Parts Cost per 

product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Maintenance program revision ............................................ 1 None $80 24 $1,920 

Installation of new, improved fuel dump masts ................... 12 $10,288 11,248 24 269,952 

Dry bay zonal inspection, inspection and repair of static 

ground terminals, marking the wiring for the fuel quantity 

indicating system, initial inspection of lightning and static 

bonding jumpers ............................................................... 952 None 76,160 24 1,827,840 

Installation of GFIs and flame arrestors .............................. 120 115,000 124,600 24 2,990,400 

Initial inspection of GFIs and flame arrestors ...................... 8 None 640 24 15,360 

Installation of lightning bonding jumpers ............................. 910 10,000 82,800 24 1,987,200 

Sealant application ............................................................... 320 None 25,600 24 614,400 

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 

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 


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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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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 FAA amends § 39.13 by adding 

the following new AD: 

2008–20–01 Lockheed: Amendment 39– 

15680. Docket No. FAA–2008–0638; 

Directorate Identifier 2008–NM–035–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective November 3, 2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Lockheed Model 

382, 382B, 382E, 382F, and 382G series 

airplanes, certificated in any category. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance according 

to paragraph (k) of this AD. The request 

should include a description of changes to 

the required inspections that will ensure the 

continued operational safety of the airplane. 

Unsafe Condition 

(d) This AD results from a design review 

of the fuel tank systems. We are issuing this 

AD to prevent the potential for ignition 

sources inside fuel tanks caused by latent 

failures, alterations, repairs, or maintenance 

actions, which, in combination with 

flammable fuel vapors, could result in a fuel 

tank explosion and consequent loss of the 

airplane. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Service Bulletin Reference 

(f) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of Lockheed Service Bulletin 

382–28–22, Revision 3, dated March 28, 

2008. 

Maintenance Program Revision 

(g) Before December 16, 2008, revise the 

FAA-approved maintenance program to 

incorporate the fuel system limitations (FSLs) 

and the critical design configuration control 

limitations (CDCCLs) specified in the 

Accomplishment Instructions of the service 

bulletin; except as provided by paragraphs 

(g)(1), (g)(2), and (g)(3) of this AD, and except 

that the modifications and initial inspections 

specified in Table 1 of this AD must be done 

at the compliance time specified in 

paragraph (h) of this AD. 

(1) For the CDCCLs specified in paragraphs 

2.C.(3)(e), 2.C.(3)(h), 2.C.(4)(a), 2.C.(5)(c), 

2.C.(7)(h), and 2.C.(8) of the service bulletin, 

do the applicable actions in accordance with 

the Accomplishment Instructions of 

Lockheed Service Bulletin 382–28–19, 

Revision 3, dated November 30, 2006. 

(2) Where paragraph 2.C.(1)(c) of the 

service bulletin specifies to change the 

maintenance program to indicate that 

repetitive inspections of the lightning and 

static bonding jumpers must be done in 

accordance with Lockheed Service Bulletin 

382–28–21, instead do the repetitive 

inspections in accordance with Lockheed 

Service Bulletin 382–28–19, Revision 3, 

dated November 30, 2006. 

(3) Where the service bulletin specifies to 

inspect, this AD requires doing a general 

visual inspection. 

Note 2: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’ 

Fuel System Modifications, Initial 

Inspections, and Repair if Necessary 

(h) Within 36 months after the effective 

date of this AD, do the applicable actions 

specified in Table 1 of this AD, and repair 

any discrepancy before further flight, in 

accordance with the service bulletin. 

TABLE 1—MODIFICATIONS AND INITIAL INSPECTIONS

Action Additional source of service information for accomplishing the action 

For airplanes having any serial number prior to 4962: Install new, improved fuel dump masts in accordance with paragraph 2.C.(1)(d) of 

the service bulletin.

Lockheed Service Bulletin 382–28–9, dated May 13, 1983. 

Mark the fuel quantity indicating system (FQIS) wires in accordance 

with paragraphs 2.C.(1)(a)2, 2.C.(4)(b), and 2.C.(4)(c) of the service 

bulletin.

Lockheed Service Bulletin 382–28–19, Revision 3, dated November 30, 

2006. 

Do the dry bay zonal inspection and inspect the static ground terminals 

of the fuel system plumbing in accordance with paragraph 2.C.(1)(a) 

of the service bulletin.

Lockheed Service Bulletin 382–28–19, Revision 3, dated November 30, 

2006. 

Install ground fault interrupters (GFIs) and flame arrestors for protection 

of the fuel system in accordance with paragraphs 2.C.(1)(b) and 

2.C.(7)(c) of the service bulletin.

Lockheed Service Bulletin 382–28–20, Revision 5, dated June 19, 

2008. 

Inspect the GFIs for protection of the fuel system in accordance with 

paragraph 2.C.(1)(b)1 of the service bulletin.

Paragraph 2.C.(2) of the service bulletin. 

Install the lightning bonding jumpers (straps) in accordance with paragraphs 2.C.(1)(c) and 2.C.(6)(a) of the service bulletin.Lockheed Service Bulletin 382–28–21, Revision 2, dated November 20, 

2006. 

Inspect the lightning and static bonding jumpers (straps) in accordance 

with paragraphs 2.C.(1)(c) of the service bulletin.

Lockheed Service Bulletin 382–28–19, Revision 3, dated November 30, 

2006. 


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TABLE 1—MODIFICATIONS AND INITIAL INSPECTIONS—Continued 

Action Additional source of service information for accomplishing the action 

Apply a certain sealant to the interior of the main wing fuel tanks; and 

apply a certain sealant to the all external fuel tank nose caps, mid 

sections, and tail sections; as applicable; in accordance with paragraphs 2.C.(1)(e)1, 2.C.(1)(e)3, and 2.C.(7)(i)1 of the service bulletin.

Lockheed Service Bulletin 382–28–24, Revision 1, dated November 5, 

2007, including the Errata Notice, dated January 7, 2008. 

No Alternative Inspections, Inspection 

Intervals, or CDCCLs 

(i) After accomplishing the actions 

specified in paragraphs (g) and (h) of this AD, 

no alternative inspections, inspection 

intervals, or CDCCLs may be used unless the 

inspections, intervals, or CDCCLs are 

approved as an alternative method of 

compliance in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

No Reporting Requirement 

(j) Although Lockheed Service Bulletin 

382–28–19, Revision 3, dated November 30, 

2006, specifies to notify Lockheed of any 

discrepancies found during inspection, this 

AD does not require that action. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Atlanta Aircraft 

Certification Office (ACO), FAA, ATTN: 

Robert A. Bosak, Aerospace Engineer, 

Propulsion and Services Branch, ACE–118A, 

FAA, Atlanta ACO, One Crown Center, 1895 

Phoenix Boulevard, Suite 450, Atlanta, 

Georgia 30349; telephone (770) 703–6094; fax 

(770) 703–6097; 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. 

Material Incorporated by Reference 

(l) You must use Lockheed Service Bulletin 

382–28–19, Revision 3, dated November 30, 

2006; and Lockheed Service Bulletin 382– 

28–22, Revision 3, dated March 28, 2008; as 

applicable; to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company, Airworthiness Office, Dept. 6A0M, 

Zone 0252, Column P–58, 86 S. Cobb Drive, 

Marietta, Georgia 30063. 

(3) You may review copies of the service 

information incorporated by reference 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/code_of_federal_

regulations/ibr_locations.html. 

Issued in Renton, Washington, on 

September 11, 2008. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–22035 Filed 9–26–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0730; Directorate 

Identifier 2008–NM–055–AD; Amendment 

39–15674; AD 2008–19–07] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model DHC–8–400, DHC–8–401, and 

DHC–8–402 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: 

All DHC–8 Series 400 aircraft have had a 

spoiler fuselage cable disconnect sensing 

system installed in production. Subsequently 

it was discovered that, in the event of a 

spoiler fuselage cable disconnect, only the 

ROLL SPLR INBD HYD caution light will be 

illuminated until the aircraft speed decreases 

below 165 kts [knots], at which time the 

ROLL SPLR OUTBD HYD caution light will 

also be illuminated. In the event of a spoiler 

fuselage cable disconnect in association with 

the existing indications described above, the 

reduction in roll authority could result in 

increased pilot workload during approach 

and landing. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 3, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 3, 2008. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.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: Dan 

Parrillo, Aerospace Engineer, Systems 

and Flight Test Branch, ANE–172, FAA, 

New York Aircraft Certification Office, 

1600 Stewart Avenue, Suite 410, 

Westbury, New York 11590; telephone 

(516) 228–7305; fax (516) 794–5531. 

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 July 2, 2008 (73 FR 37896). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

All DHC–8 Series 400 aircraft have had a 

spoiler fuselage cable disconnect sensing 

system installed in production. Subsequently 

it was discovered that, in the event of a 

spoiler fuselage cable disconnect, only the 

ROLL SPLR INBD HYD caution light will be 

illuminated until the aircraft speed decreases 

below 165 kts [knots], at which time the 

ROLL SPLR OUTBD HYD caution light will 

also be illuminated. In the event of a spoiler 

fuselage cable disconnect in association with 

the existing indications described above, the 

reduction in roll authority could result in 

increased pilot workload during approach 

and landing. 

Modsums 4–110066 and 4–126356 (each 

applicable to a different batch of aircraft 

serial numbers) have been issued to rework 

the sensing circuit caution light indication to 

ensure that it is consistent for spoiler 

fuselage cable disconnects above and below 

165 kts. Modsum 4–126356 has been 

installed in production on aircraft serial 

numbers 4130 and subsequent. 

You may obtain further information by 

examining the MCAI in the AD docket. 


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