53348 Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 

date of this AD, whichever occurs later, do 

a high frequency eddy current (HFEC) 

inspection for cracking of the left and right 

rib hinge bearing lugs of the aft face of the 

center section of the horizontal stabilizer, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. For 

any crack-free lug, repeat the inspection on 

that lug thereafter at intervals not to exceed 

8,200 flight cycles. 

(h) If, during any inspection required by 

paragraph (g) of this AD, any crack is found, 

before further flight, measure the length of 

the crack between the points specified in 

Boeing Alert Service Bulletin MD80–55A069, 

dated January 19, 2011. Do the action in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

(1) If the crack length between points ‘A’ 

and ‘B’ is less than or equal to 0.15 inch and 

the crack length between points ‘C’ and ‘D’ 

is less than or equal to 0.05 inch: Before 

further flight, blend out the crack, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

Within 15,600 flight cycles after doing the 

blend out, do an HFEC inspection of the 

blend out on the center section rib hinge 

bearing lug for cracking, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD80–55A069, dated 

January 19, 2011, and repeat that inspection 

thereafter at intervals not to exceed 3,900 

flight cycles. 

(2) If the crack length between points ‘A’ 

and ‘B’ is greater than 0.15 inch or the crack 

length between points ‘C’ and ‘D’ is greater 

than 0.05 inch: Before further flight, replace 

the horizontal stabilizer center section rib 

with a new horizontal stabilizer center 

section rib, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. Repeat the inspection 

required by paragraph (g) of this AD one time 

before the accumulation of 23,000 total flight 

cycles on the new horizontal stabilizer center 

section rib, and thereafter at intervals not to 

exceed 11,300 flight cycles. 

Actions on Horizontal Stabilizer Ribs Made 

From 7050–T7451 Material 

(i) For Group 2 airplanes, as identified in 

Boeing Alert Service Bulletin MD80–55A069, 

dated January 19, 2011: Before the 

accumulation of 23,000 total flight cycles, or 

within 4,383 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an HFEC inspection for cracking of the left 

and right rib hinge bearing lugs of the aft face 

of the center section of the horizontal 

stabilizer, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. For any crack-free lug, 

repeat the inspection on that lug thereafter at 

intervals not to exceed 11,300 flight cycles. 

(j) If, during any inspection required by 

paragraph (i) of this AD, any crack is found, 

before further flight, measure the length of 

the crack between the points specified in and 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

(1) If the crack length between points ‘A’ 

and ‘B’ is less than or equal to 0.15 inch and 

the crack length between points ‘C’ and ‘D’ 

is less than or equal to 0.05 inch: Before 

further flight, blend out the crack, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011. 

Within 15,600 flight cycles after doing the 

blend out, do an HFEC inspection of the 

blend out on the center section rib hinge 

bearing lug for cracking, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD80–55A069, dated 

January 19, 2011, and repeat that inspection 

thereafter at intervals not to exceed 5,800 

flight cycles. 

(2) If the crack length between points ‘A’ 

and ‘B’ is greater than 0.15 inch or the crack 

length between points ‘C’ and ‘D’ is greater 

than 0.05 inch: Before further flight, replace 

the horizontal stabilizer center section rib 

with a new horizontal stabilizer center 

section rib, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD80–55A069, dated 

January 19, 2011. Repeat the inspection 

required by paragraph (i) of this AD one time 

before the accumulation of 23,000 total flight 

cycles on the new horizontal stabilizer center 

section rib, and thereafter at intervals not to 

exceed 11,300 flight cycles. 

No Reporting Requirement 

(k) Although Boeing Alert Service Bulletin 

MD80–55A069, dated January 19, 2011, 

specifies to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Related Information 

(m) For more information about this AD, 

contact Roger Durbin, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 3960 

Paramount Boulevard, Lakewood, California 

90712–4137; phone: 562–627–5233; fax 562– 

627–5210; e-mail: roger.durbin@faa.gov. 

(n) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on August 

19, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21853 Filed 8–25–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0908; Directorate 

Identifier 2010–NM–251–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

SYSTEMS (Operations) Limited Model 

BAe 146 Airplanes and Model Avro 

146–RJ Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would 

supersede an existing AD. This 

proposed 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: 

* * * * * 

* * * BAE Systems (Operations) Limited 

has amended the AMM [aircraft maintenance 

manual] to remove the life limits on shock 

absorber assemblies, but not the individual 

shock absorber components, and amend the 

life limits on the different standards of Main 

Landing Gear (MLG) Up-Locks and MLG 

Door Up-Locks in sub-chapter 05–10–15. In 

addition BAE Systems has amended Chapter 

05–10–15 of the AMM to introduce and 

amend life limits on MLG components. 

* * * * * 

The unsafe condition is fatigue cracking 

of certain structural elements which 

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Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 53349 

could adversely affect the structural 

integrity of these airplanes. The 

proposed AD would require actions that 

are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by October 11, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC, between 

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

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact BAE 

SYSTEMS (OPERATIONS) LIMITED, 

Customer Information Department, 

Prestwick International Airport, 

Ayrshire, KA9 2RW, Scotland, United 

Kingdom; telephone +44 1292 675207; 

fax +44 1292 675704; e-mail 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/ 

Businesses/RegionalAircraft/index.htm. 

You may review copies of the 

referenced 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–0908; Directorate Identifier 

2010–NM–251–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On May 3, 2010, we issued AD 2010– 

10–22, Amendment 39–16301 (75 FR 

28463, May 21, 2010). That AD required 

actions intended to address an unsafe 

condition on the products listed above. 

Since we issued AD 2010–10–22, we 

have determined that new life limits on 

certain main landing gear components 

are necessary. The European Aviation 

Safety Agency (EASA), which is the 

Technical Agent for the Member States 

of the European Community, has issued 

EASA Airworthiness Directive 2010– 

0166, dated August 6, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

The BAe 146/AVRO 146–RJ Aircraft 

Maintenance Manual (AMM) includes 

chapters 05–10 ‘‘Time Limits’’, 05–15 

‘‘Critical Design Configuration Control 

Limitations (CDCCL)—Fuel System 

Description and Operation’’ and 05–20 

‘‘Scheduled Maintenance Checks’’, some subchapters of which have been identified as 

requirements for continued airworthiness 

and [EASA] AD 2009–0215 [which 

corresponds to FAA AD 2010–10–22] was 

issued to require operators to comply with 

those instructions. 

Since the issuance of that AD [2009–0215] 

BAE Systems (Operations) Limited has 

amended the AMM to remove the life limits 

on shock absorber assemblies, but not the 

individual shock absorber components, and 

amend the life limits on the different 

standards of Main Landing Gear (MLG) UpLocks and MLG Door Up-Locks in subchapter 05–10–15. In addition BAE Systems 

has amended Chapter 05–10–15 of the AMM 

to introduce and amend life limits on MLG 

components. 

For the reasons described above, this 

[EASA] AD amends the requirements of AD 

2009–0215, which is superseded, and 

requires the implementation of the 

instructions, limitations, inspections and 

corrective measures as specified in the 

defined parts of Chapter 05 of the AMM at 

Revision 100. 

The unsafe condition is fatigue cracking 

of certain structural elements which 

could adversely affect the structural 

integrity of these airplanes. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Relevant Service Information 

BAE SYSTEMS (Operations) Limited 

has issued Subject 05–10–15, ‘‘Aircraft 

Equipment Airworthiness Limitations,’’ 

of Chapter 05, ‘‘Time Limits/ 

Maintenance Checks,’’ of BAe 146 

Series/AVRO 146–RJ Series Aircraft 

Maintenance Manual, Revision 104, 

dated April 15, 2011. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

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 proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 2 products of U.S. registry. 

The actions that are required by AD 

2010–10–22 and retained in this 

proposed AD take about 2 work-hours 

per product, at an average labor rate of 

$85 per work hour. Required parts cost 

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53350 Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 

about $0 per product. Based on these 

figures, the estimated cost of the 

currently required actions is $170 per 

product. 

We estimate that it would take about 

1 work-hour per product to comply with 

the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$170, or $85 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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing Amendment 39–16301 (75 FR 

28463, May 21, 2010) and adding the 

following new AD: 

BAE SYSTEMS (OPERATIONS) LIMITED: 

Docket No. FAA–2011–0908; Directorate 

Identifier 2010–NM–251–AD. 

Comments Due Date 

(a) We must receive comments by October 

11, 2011. 

Affected ADs 

(b) This AD supersedes AD 2010–10–22, 

Amendment 39–16301. 

Applicability 

(c) This AD applies to all BAE SYSTEMS 

(OPERATIONS) LIMITED Model BAe 146– 

100A, –200A, and –300A airplanes; and 

Model Avro 146–RJ70A, 146–RJ85A, and 

146–RJ100A airplanes; certificated in any 

category. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new actions (e.g., inspections) and/ 

or Critical Design Configuration Control 

Limitations (CDCCLs). Compliance with 

these actions and/or CDCCLs is required by 

14 CFR 91.403(c). For airplanes that have 

been previously modified, altered, or 

repaired in the areas addressed by this AD, 

the operator may not be able to accomplish 

the actions described in the revisions. In this 

situation to comply with 14 CFR 91.403(c), 

the operator must request approval of an 

alternative method of compliance (AMOC) 

according to paragraph (l) of this AD. The 

request should include a description of 

changes to the required actions that will 

ensure the continued operational safety of 

the airplane. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 05 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

* * * * * 

* * * BAE Systems (Operations) Limited 

has amended the AMM [aircraft maintenance 

manual] to remove the life limits on shock 

absorber assemblies, but not the individual 

shock absorber components, and amend the 

life limits on the different standards of Main 

Landing Gear (MLG) Up-Locks and MLG 

Door Up-Locks in sub-chapter 05–10–15. In 

addition BAE Systems has amended Chapter 

05–10–15 of the AMM to introduce and 

amend life limits on MLG components. 

* * * * * 

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. 

Restatement of Certain Requirements of AD 

2010–10–22 

New Airworthiness Limitations Revisions 

(g) Within 90 days after June 25, 2010 (the 

effective date of AD 2010–10–22), revise the 

maintenance program, by incorporating 

Chapter 5 of the BAE SYSTEMS (Operations) 

Limited BAe146 Series/Avro146–RJ Series 

AMM to incorporate new and more 

restrictive life limits for certain items and 

new and more restrictive inspections to 

detect fatigue cracking in certain structures, 

and to add fuel system critical design 

configuration control limitations (CDCCLs) to 

prevent ignition sources in the fuel tanks, in 

accordance with a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent). 

Note 2: Guidance on revising Chapter 5 of 

the BAE SYSTEMS (Operations) Limited 

BAe146 Series/Avro146–RJ Series AMM, 

Revision 97, dated July 15, 2009, can be 

found in the applicable sub-chapters listed in 

Table 1 of this AD. 

TABLE 1—APPLICABLE AMM SUB-CHAPTERS

AMM Sub-chapter Subject 

05–10–01 ..................................... Airframe Airworthiness Limitations before Life Extension Programme. 

05–10–05 1 .................................. Airframe Airworthiness Limitations, Life Extension Programme Landings Life Extended. 

05–10–10 2 .................................. Airframe Airworthiness Limitations, Life Extension Programme Calendar Life Extended. 

05–10–15 ..................................... Aircraft Equipment—Airworthiness Limitations. 

05–10–17 ..................................... Power Plant Airworthiness Limitations. 

05–15–00 ..................................... Critical Design Configuration Control Limitations (CDCCL)—Fuel System Description and Operation. 

05–20–00 3 .................................. Scheduled Maintenance. 

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Federal Register / Vol. 76, No. 166 / Friday, August 26, 2011 / Proposed Rules 53351 

TABLE 1—APPLICABLE AMM SUB-CHAPTERS—Continued 

AMM Sub-chapter Subject 

05–20–01 ..................................... Airframe Scheduled Maintenance—Before Life Extension Programme. 

05–20–05 1 .................................. Airframe Scheduled Maintenance—Life Extension Programme Landings Life Extended. 

05–20–10 2 .................................. Airframe Scheduled Maintenance—Life Extension Programme Calendar Life Extended. 

05–20–15 ..................................... Aircraft Equipment Scheduled Maintenance. 

1Applicable only to airplanes post-modification HCM20011A or HCM20012A or HCM20013A. 

2Applicable only to airplanes post-modification HCM20010A. 

3Paragraphs 5 and 6 only, on the Corrosion Prevention and Control Program (CPCP) and the Supplemental Structural Inspection Document 

(SSID). 

Note 3: Sub-chapter 05–15–00 of the BAE 

SYSTEMS (Operations) Limited BAe146 

Series/Avro146–RJ Series AMM, is the 

CDCCL. 

Note 4: Within Sub-chapter 05–20–00 of 

the BAE SYSTEMS (Operations) Limited 

BAe146 Series/Avro 146–RJ Series AMM, the 

relevant issues of the support documents are 

as follows: BAE SYSTEMS (Operations) 

Limited BAe 146 Series/Avro 146–RJ 

Corrosion Prevention and Control Program 

Document CPCP–146–01, Revision 3, dated 

July 15, 2008, including BAE SYSTEMS 

(Operations) Limited Temporary Revision 

(TR) 2.1, dated December 2008; and BAE 

SYSTEMS (Operations) Limited BAe146 

Series Supplemental Structural Inspection 

Document SSID–146–01, Revision 1, dated 

June 15, 2009. 

Note 5: Within Sub-chapter 05–20–01 of 

the BAE SYSTEMS (Operations) Limited 

BAe146 Series/Avro146–RJ Series AMM, the 

relevant issue of BAE SYSTEMS (Operations) 

Limited BAe 146/Avro 146–RJ Maintenance 

Review Board Report Document MRB 146– 

01, Issue 2, is Revision 15, dated March 2009 

(mis-identified in EASA AD 2009–0215, 

dated October 7, 2009, as being dated May 

2009). 

Note 6: Notwithstanding any other 

maintenance or operational requirements, 

components that have been identified as 

airworthy or installed on the affected 

airplanes before revision of Chapter 5 of the 

AMM, as required by paragraph (g) of this 

AD; do not need to be reworked in 

accordance with the CDCCLs. However, once 

the ALS or AMM has been revised, future 

maintenance actions on these components 

must be done in accordance with the 

CDCCLs. 

(h) Except as specified in paragraphs (i) 

and (j) of this AD: After the actions specified 

in paragraph (g) of this AD have been 

accomplished, no alternative inspections or 

inspection intervals may be approved for the 

structural elements specified in the 

documents listed in paragraph (g) of this AD. 

(i) Modifying the main fittings of the main 

landing gear in accordance with MessierDowty Service Bulletin 146–32–171, dated 

August 11, 2009, extends the safe limit of the 

main landing gear main fitting from 32,000 

landings to 50,000 landings on the main 

fitting. 

New Requirements of This AD 

New Airworthiness Limitations Revisions 

(j) Within 90 days after the effective date 

of this AD, revise the maintenance program, 

by incorporating Sub-chapter 05–10–15, 

‘‘Aircraft Equipment Airworthiness 

Limitations’’ of Chapter 05, ‘‘Time Limits/ 

Maintenance Checks,’’ of the BAE SYSTEMS 

(Operations) Limited BAe 146 Series/Avro 

146–RJ Series AMM, Revision 104, dated 

April 15, 2011, to remove life limits on shock 

absorber assemblies, but not the individual 

shock absorber components, amend life 

limits on MLG up-locks and door up-locks, 

and to introduce and amend life limits on 

MLG components. Incorporating the new life 

limits and inspections into the maintenance 

program terminates the requirements of 

paragraph (g) of this AD for Sub-chapter 05– 

10–15, ‘‘Aircraft Equipment Airworthiness 

Limitations’’ of Chapter 05, ‘‘Time Limits/ 

Maintenance Checks,’’ of the BAE SYSTEMS 

(Operations) Limited BAe 146 Series/Avro 

146–RJ Series AMM, Revision 104, dated 

April 15, 2011, and after incorporation has 

been done, the limitations required by 

paragraph (g) of this AD for Sub-chapter 05– 

10–15, ‘‘Aircraft Equipment Airworthiness 

Limitations’’ of Chapter 05, ‘‘Time Limits/ 

Maintenance Checks,’’ of the BAE SYSTEMS 

(Operations) Limited BAe 146 Series/Avro 

146–RJ Series AMM, Revision 104, dated 

April 15, 2011, may be removed from the 

maintenance program. 

No Alternative Actions, Intervals, and/or 

Critical Design Configuration Control 

Limitations (CDCCLs) 

(k) After accomplishing the revision 

required by paragraph (j) of this AD, no 

alternative actions (e.g., inspections), 

intervals, and/or CDCCLs may be used, 

unless the actions, intervals, and/or CDCCLs 

are approved as an alternative method of 

compliance (AMOC) in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

FAA AD Differences 

Note 7: This AD differs from the MCAI 

and/or service information as follows: 

Although EASA Airworthiness Directive 

2010–0166, dated August 6, 2010, specifies 

both revising the maintenance program to 

include limitations, and doing certain 

repetitive actions (e.g., inspections) and/or 

maintaining CDCCLs, this AD only requires 

the revision. Requiring a revision of the 

maintenance program, rather than requiring 

individual repetitive actions and/or 

maintaining CDCCLs, requires operators to 

record AD compliance only at the time the 

revision is made. Repetitive actions and/or 

maintaining CDCCLs specified in the 

airworthiness limitations must be complied 

within accordance with 14 CFR 91.403(c). 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 227–1175; fax (425) 

227–1149. Information may be e-mailed to: 9- 

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

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(m) Refer to MCAI EASA Airworthiness 

Directive 2010–0166, dated August 6, 2010; 

and Sub-chapter 05–10–15, ‘‘Aircraft 

Equipment Airworthiness Limitations,’’ of 

Chapter 05, ‘‘Time Limits/Maintenance 

Checks,’’ of the BAE SYSTEMS (Operations) 

Limited BAe 146 Series/Avro 146–RJ Series 

AMM, Revision 104, dated April 15, 2011; for 

related information. 

Issued in Renton, Washington, on August 

19, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–21851 Filed 8–25–11; 8:45 am] 

BILLING CODE 4910–13–P 

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