Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 60611 

dated January 12, 2010; for related 

information. 

Material Incorporated by Reference 

(m) You must use Bombardier Service 

Bulletin 670BA–27–051, dated May 14, 2009; 

and Bombardier Service Bulletin 670BA–27– 

053, Revision B, dated January 12, 2010; 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 

Bombardier Service Bulletin 670BA–27–053, 

Revision B, dated January 12, 2010, under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Bombardier Service Bulletin 

670BA–27–051, dated May 14, 2009, on 

November 13, 2009 (74 FR 55767, October 

29, 2009). 

(3) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference 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 16, 2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–24255 Filed 9–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0478; Directorate 

Identifier 2008–NM–090–AD; Amendment 

39–16451; AD 2010–20–16] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model A300 C4– 

605R Variant F Airplanes (Collectively 

Called A300–600 Series Airplanes); 

and Model A300 and A310 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

* * * * * 

Two cases of complete nose landing gear 

(NLG) shock absorber bolts failure were 

reported to the manufacturer. In both cases, 

the crew was unable to retract the gear and 

was forced to an In Flight Turn Back. In one 

case, the aircraft experienced a low speed 

runway excursion. The root cause of the bolts 

failure has been identified being due to a 

bolt(s) over-torque. The investigation has 

highlighted that the design of the NLG shock 

absorber was not tolerant to the over-torque, 

and an inspection plan has been developed 

to track any NLG shock absorber-to-main 

barrel attachment bolts status. * * * 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 5, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 5, 2010. 

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 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 19, 2010 (75 FR 27956). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

* * * * * 

Two cases of complete nose landing gear 

(NLG) shock absorber bolts failure were 

reported to the manufacturer. In both cases, 

the crew was unable to retract the gear and 

was forced to an In Flight Turn Back. In one 

case, the aircraft experienced a low speed 

runway excursion. The root cause of the bolts 

failure has been identified being due to a 

bolt(s) over-torque. The investigation has 

highlighted that the design of the NLG shock 

absorber was not tolerant to the over-torque, 

and an inspection plan has been developed 

to track any NLG shock absorber-to-main 

barrel attachment bolts status. The 

preliminary inspection plan, required by 

DGAC France Airworthiness Directive (AD) 

F–2004–075 and F–2004–076, has allowed 

limiting the number of findings: High at the 

initial inspection, it has decreased following 

the repetitive inspections. 

This new [European Aviation Safety 

Agency (EASA)] AD retains the requirements 

of those ADs, which are superseded, and 

requires a repetitive torque check of the NLG 

shock absorber-to-main barrel attachment 

bolts with new thresholds and intervals. This 

new AD also refers to an optional 

modification as terminating action. 

* * * * * 

The optional modification involves 

modifying the shock absorber-to-barrel 

attachment to increase over-torque 

tolerances. The actions to address the 

unsafe condition also include inspecting 

the NLG shock absorber-to-main barrel 

attachment bolts and doing corrective 

actions. The corrective actions include 

replacing bolts, screws, nuts, washers, 

and cotter pins; contacting Airbus for 

repair and doing the repair; and 

modifying the shock absorber; as 

applicable. The inspection of the NLG 

shock absorber-to-main barrel 

attachment bolts is repeated at intervals 

not to exceed 400 flight hours or 1,000 

flight cycles, depending on the 

inspection results and corrective actions 

performed. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

Request To Remove Reporting 

Requirement 

UPS requests that we remove the 

requirement to submit a report after 

each inspection that results in re-torque 

or replacement of bolts. UPS contends 

that Airbus has had sufficient time to 

gather enough data to determine the root 

cause of the over-torqued bolts. UPS has 

done the inspections of the NLG in 

accordance with Airbus All Operator 

Telex A300–32A6093, dated April 22, 

2004, since it was published. UPS states 

that Airbus has been collecting data 

from airlines that operate under EASA 

regulations. UPS also points out that, 

although it has been doing the 

inspections for 6 years, it would need to 

do an additional inspection within 30 

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60612 Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 

days to document the findings and 

complete the inspection report. UPS 

believes this reporting requirement 

places an unnecessary burden on the 

operator. 

We agree with the request for the 

reasons stated above. Airbus no longer 

needs this information from operators. 

We have removed paragraph (k) of the 

NPRM and have re-identified 

subsequent paragraphs in this AD 

accordingly. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change will not 

increase the economic burden on any 

operator or increase the scope of the AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

229 products of U.S. registry. We also 

estimate that it will take about 2 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $38,930, or $170 per product. 

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 AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

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. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 the NPRM, 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. 

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: 

2010–20–16 Airbus: Amendment 39– 

16451. Docket No. FAA–2010–0478; 

Directorate Identifier 2008–NM–090–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 5, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B2–1A, B2–1C, B4–2C, B2K–3C, B4–103, B2– 

203, and B4–203 airplanes; Model A300 B4– 

601, B4–603, B4–620, B4–622, B4–605R, B4– 

622R, F4–605R, F4–622R, and C4–605R 

Variant F airplanes; and Model A310–203, 

–204, –221, –222, –304, –322, –324, and –325 

airplanes; all certified models, all serial 

numbers, certificated in any category; except 

airplanes on which Airbus Modification 

13212 has been done in production or Airbus 

Service Bulletin A300–32–0453, A310–32– 

2135, or A300–32–6099 has been done in 

service. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Two cases of complete nose landing gear 

(NLG) shock absorber bolts failure were 

reported to the manufacturer. In both cases, 

the crew was unable to retract the gear and 

was forced to an In Flight Turn Back. In one 

case, the aircraft experienced a low speed 

runway excursion. The root cause of the bolts 

failure has been identified being due to a 

bolt(s) over-torque. The investigation has 

highlighted that the design of the NLG shock 

absorber was not tolerant to the over-torque, 

and an inspection plan has been developed 

to track any NLG shock absorber-to-main 

barrel attachment bolts status. The 

preliminary inspection plan, required by 

DGAC France Airworthiness Directive (AD) 

F–2004–075 and F–2004–076, has allowed 

limiting the number of findings: High at the 

initial inspection, it has decreased following 

the repetitive inspections. 

This new [European Aviation Safety 

Agency (EASA)] AD retains the requirements 

of those ADs, which are superseded, and 

requires a repetitive torque check of the NLG 

shock absorber-to-main barrel attachment 

bolts with new thresholds and intervals. This 

new AD also refers to an optional 

modification as terminating action. 

* * * * * 

The optional modification involves 

modifying the shock absorber-to-barrel 

attachment to increase over-torque 

tolerances. The actions to address the unsafe 

condition also include inspecting the NLG 

shock absorber-to-main barrel attachment 

bolts and corrective actions. The corrective 

actions include replacing bolts, screws, nuts, 

washers, and cotter pins; contacting Airbus 

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Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 60613 

for repair and doing the repair; and 

modifying the shock absorber; as applicable. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection and Corrective Action 

(g) At the applicable time specified in 

paragraph (g)(1), (g)(2), or (g)(3) of this AD: 

Do a visual inspection to detect operational 

condition (i.e., free of corrosion and not 

deformed) and inspect rotation/torque of the 

NLG shock absorber-to-main barrel 

attachment bolts and do all applicable 

corrective actions, in accordance with the 

applicable Airbus all operators telex (AOT) 

identified in Table 1 of this AD. Do all 

applicable corrective actions before further 

flight. Thereafter, repeat the inspection at the 

applicable intervals, depending on 

inspection results and the corrective actions 

performed, as specified in the applicable 

Airbus AOT identified in Table 1 of this AD. 

(1) For airplanes on which the NLG has 

been overhauled (the bolts have been 

removed) as of the effective date of this AD: 

Within 30 days or 1,000 flight cycles on the 

NLG after the effective date of this AD, 

whichever occurs later. 

(2) For airplanes on which, as of the 

effective date of this AD, the NLG has 

accumulated less than 1,000 total flight 

cycles, and has not been overhauled (the 

bolts have never been removed), since 

manufacture of the NLG: Before the 

accumulation of 1,000 total flight cycles on 

the NLG, or within 30 days after the effective 

date of this AD, whichever occurs later. 

(3) For airplanes on which, as of the 

effective date of this AD, the NLG has 

accumulated 1,000 or more total flight cycles, 

and has not been overhauled since new (the 

bolts have never been removed): Within 30 

days after the effective date of this AD. 

TABLE 1—AIRBUS ALL OPERATOR TELEXES

For model— Use airbus all operator telex— Dated— 

A300 series airplanes ................................................................................. A300–32A0447 ........................................................ April 22, 2004. 

A300 B4–600, B4–600R, and F4–600R Series Airplanes, and Model 

A300 C4-605R Variant F airplanes (Collectively called A300–600 series airplanes).

A300–32A6093 ........................................................ April 22, 2004. 

A310 series airplanes ................................................................................. A310–32A2132 ........................................................ April 22, 2004. 

Torque Load Inspection and Corrective 

Action 

(h) At the latest of the compliance times 

specified in paragraphs (h)(1), (h)(2), and 

(h)(3) of this AD, do an inspection of the 

torque load of the nuts of the NLG shock 

absorber-to-main barrel attachment bolts in 

accordance with the Accomplishment 

Instructions of the applicable Airbus service 

bulletin listed in Table 2 of this AD. 

Depending on the torque load value found 

during the inspection, before further flight: 

Retighten the bolt(s) or replace the discrepant 

bolt(s), or replace all bolts, in accordance 

with the applicable Airbus service bulletin 

listed in Table 2 of this AD. Thereafter, 

repeat the torque load inspection at intervals 

not to exceed 3,200 flight cycles or 30 

months time-in-service accumulated by the 

NLG, whichever occurs first. 

(1) Within 3,200 flight cycles or 30 months 

since NLG’s first flight, whichever occurs 

first. 

(2) Within 3,200 flight cycles or 30 months 

accumulated by the NLG since installation of 

new bolts, whichever occurs first. 

(3) Within 3,200 flight cycles or 30 months 

after the effective date of this AD, whichever 

occurs first. 

TABLE 2—SERVICE INFORMATION FOR INSPECTIONS

For model— 

Use airbus 

mandatory service 

bulletin— 

Revision 

level— Dated— 

A300 series airplanes ................................................................................................................... A300–32–0447 01 June 1, 2007. 

A300–600 series airplanes ........................................................................................................... A300–32–6093 01 June 1, 2007. 

A310 series airplanes ................................................................................................................... A310–32–2132 01 June 1, 2007. 

(i) After accomplishment of the initial 

inspection in accordance with paragraph (h) 

of this AD, as applicable, the repetitive 

inspections of paragraph (g) of this AD are no 

longer required. 

Optional Terminating Action 

(j) For airplanes on which the modification 

of the shock absorber-to-barrel attachment 

has been done in accordance with the 

applicable service bulletin listed in Table 3 

of this AD, the requirements of this AD are 

no longer required, as long as that 

modification remains installed. 

TABLE 3—SERVICE INFORMATION FOR OPTIONAL TERMINATING ACTION

For model— 

Use 

airbus service 

bulletin— 

Dated— 

A300 series airplanes ........................................................................................................................................... A300–32–0453 June 1, 2007. 

A300–600 series airplanes ................................................................................................................................... A300–32–6099 June 1, 2007. 

A310 series airplanes ........................................................................................................................................... A310–32–2135 June 1, 2007. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

Differences. 

Other FAA AD Provisions 

(k) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Dan Rodina, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

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60614 Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 

227–2125; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards 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 FAAapproved 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: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(l) Refer to MCAI EASA Airworthiness 

Directive 2008–0052R1, dated June 30, 2008; 

and the service information identified in 

Tables 1, 2, and 3 of this AD; for related 

information. 

Material Incorporated by Reference 

(m) You must use the applicable service 

information contained in Table 4 of this AD 

to do the actions required by this AD, unless 

the AD specifies otherwise. If you 

accomplish the optional terminating actions 

specified by this AD, you must use the 

applicable service information identified in 

Table 5 of this AD to perform those actions, 

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 Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail: account.airwortheas@airbus.com; Internet: http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference 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. 

TABLE 4—MATERIAL INCORPORATED BY REFERENCE FOR ACTIONS REQUIRED IN THIS AD 

Document Revision Date 

Airbus All Operator Telex A300-32A0447 ........................................................................... Original ........................................... April 22, 2004. 

Airbus All Operator Telex A300-32A6093 ........................................................................... Original ........................................... April 22, 2004. 

Airbus All Operator Telex A310-32A2132 ........................................................................... Original ........................................... April 22, 2004. 

Airbus Mandatory Service Bulletin A300–32–0447, excluding Appendix 01 ...................... 01 ................................................... June 1, 2007. 

Airbus Mandatory Service Bulletin A300–32–6093, excluding Appendix 01 ...................... 01 ................................................... June 1, 2007. 

Airbus Mandatory Service Bulletin A310–32–2132, excluding Appendix 01 ...................... 01 ................................................... June 1, 2007. 

TABLE 5—MATERIAL INCORPORATED

BY REFERENCE FOR THE OPTIONAL

TERMINATING ACTION IN THIS AD 

Airbus service 

bulletin— Dated— 

A300–32–0453 ...................... June 1, 2007. 

A300–32–6099 ...................... June 1, 2007. 

A310–32–2135 ...................... June 1, 2007. 

Issued in Renton, Washington, on 

September 16, 2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–24257 Filed 9–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0035; Directorate 

Identifier 2009–NM–066–AD; Amendment 

39–16447; AD 2010–20–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–400, 747–400D, 

and 747–400F Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Model 

747–400, 747–400D, and 747–400F 

series airplanes. This AD requires 

installing a hot short protector (HSP) for 

the fuel quantity indicating system 

(FQIS) of the center fuel tank and, for 

certain airplanes, the horizontal 

stabilizer fuel tank. This AD results 

from fuel system reviews conducted by 

the manufacturer. We are issuing this 

AD to prevent an electrical hot short 

from a source outside the FQIS to the 

densitometer wiring from causing 

failure of the FQIS densitometer 

resistors, which could result in an 

ignition source inside the center or 

horizontal stabilizer fuel tanks. An 

ignition source, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. This AD is effective 

November 5, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 5, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6482; fax (425) 917–6590. 

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 

certain Model 747–400, 747–400D, and 

747–400F series airplanes. That NPRM 

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