Significant Regulatory Activity

Air Safety Week, June 5, 2006

Ignition source: NPRM -- McDonnell Douglas DC-10-10, DC-10-10F, DC-10- 15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, and DC-10-40F airplanes.

May 17, 2006 FR Doc. E6-7476 Docket No. FAA-2006-24780

This AD would require installing or replacing with improved parts, as applicable, the bonding straps between the metallic frame of the fillet and the wing leading edge ribs, on both the left and right sides. FAA wants to reduce the potential of ignition sources inside fuel tanks in the event of a severe lightning strike, which, in combination with flammable fuel vapors, could result in fuel tank explosions.

Comments are due July 3.

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This would affect about 280 airplanes of U.S. registry; with the estimated cost being between $4,440 and $5,529 per airplane, or between $1,243,200 and $1,548,120 for the U.S.-registered fleet.

>>Contacts: Boeing, Long Beach Division, 3855 Lakewood Boulevard, Long Beach, CA 90846, Attention: Data and Service Management, Dept. C1-L5A (D800- 0024); Samuel Lee, FAA, (562) 627-5262<<

Passenger seats: NPRM -- Raytheon B300 airplanes.

May 19, 2006 FR Doc. E6-7636 Docket No. FAA-2005-22103

This AD would require modification of the cabin passenger seats by installing a modification kit on each seat, removing the existing technical standard order label, and re-identifying each modified seat assembly with a new part number. These seats are not meeting the ultimate load requirements of 14 CFR part 23 during structural testing of the seat with design changes. Without modifications, the seats could fail during emergency landing conditions when high inertial loadings occur, injuring the occupants.

Comments are due July 14.

This affects 292 airplanes of U.S. registry and 1,372 seats; repairs would average about $1,740 per seat, for a fleet total of $2,387,280.

>>Contacts: Raytheon, (800) 625-7043; Steven E. Potter, Wichita Aircraft Certification Office, (316) 946-4124;<<

Widespread fatigue damage: Availability of advisory circular (AC), request for comments -- Proposed AC 120-YY on widespread fatigue damage to the metallic structure.

May 22, 2006 FR Doc. E6-7794

This proposed AC would provide guidance to design approval holders for certain transport category airplanes on repairs and alterations to those airplanes, for developing means to preclude widespread fatigue. This AC would complement revisions to the airworthiness standards that are being proposed by a separate notice (Air Safety Week, May 1).

The proposed AC can be downloaded at http://www.faa.gov/aircraft/draft_docs.> Comments are due July 17.

>>Contact: Jan Thor, FAA, (425) 227-2127<<

Horizontal stabilizer: NPRM -- Boeing 767 airplanes.

May 22, 2006 FR Doc. E6-7740 Docket No. FAA-2006-24814

This AD would require repetitive detailed and high frequency eddy current inspections of the station (STA) 1809.5 bulkhead for cracking and corrective actions if necessary. This proposed AD results from fatigue cracks found in the forward outer chord and horizontal inner chord at STA 1809.5. Such cracking could result in failure of the bulkhead structure for carrying the flight loads of the horizontal stabilizer, and consequent loss of controllability of the airplane.

Comments are due July 6.

This affects 405 airplanes of U.S. registry; the estimated cost for U.S. operators is $388,800, or $960 per airplane, per inspection cycle.

>>Contacts: Boeing, P.O. Box 3707, Seattle, WA 98124-2207; Candice Gerretsen, FAA, (425) 917-6428<<

Stowage bins: Final rule -- Boeing 767-200 and -300 series airplanes.

May 25, 2006 FR Doc. 06-4803 Docket No. FAA-2005-22321

This AD requires replacing the placards on certain stowage bins with new placards, installing partial dividers in certain other stowage bins, and installing straps on stowage bins containing life rafts. For certain airplanes, this AD also requires related concurrent actions. Test data indicates that outboard overhead stowage bins are unable to withstand the 4.5g down-load standard intended to protect passengers during flight turbulence or a hard landing. Bin contents falling into the aisles also could impede the evacuation of passengers in an emergency.

This AD becomes effective June 29, 2006.

Installation of placards, dividers, and straps on 138 U.S. airplanes would cost the fleet between $4.1 million and nearly $6.8 million; installation of new door latches, strikes, and thresholds on 105 U.S. planes could cost between $898,800 to about $7.6 million.

>>Contacts: Boeing, P.O. Box 3707, Seattle, WA 98124-2207; Patrick Gillespie, FAA, (425) 917-6429<<

Aileron and elevator actuators: Final rule -- Gulfstream GV and GV-SP series airplanes.

May 25, 2006 FR Doc. 06-4714 Docket No. FAA-2005-22034

This AD requires a one-time inspection of the left and right aileron and elevator actuators to determine the part and serial numbers of each actuator, repetitive inspections of suspect actuators to detect broken damper shafts, and replacement of any actuator having a broken damper shaft. This AD also requires that operators report any broken damper shaft they find to the FAA, and a terminating action for the repetitive inspections. Broken damper shafts could result in locking of an aileron or elevator actuator (hard-over condition), which would activate the hard-over protection system, resulting in increased pilot workload and consequent reduced controllability of the airplane.