Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19203 

barrier assembly in the wing stub rear box. 

In the event of fuel tank leak in this region 

associated with an unsealed vapor barrier 

assembly, migration of flammable vapors and 

fluids to middle electronic bay may occur, 

which then could lead to an uncontained fire 

event if the flammable vapors finds an 

ignition source. 

* * * * * 

The required actions include a detailed 

inspection for gaps, voids, or holes in the 

sealant. Corrective actions include applying 

sealant into any gaps, voids, or holes. 

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. 

Actions 

(g) Unless already done, do the following 

actions. 

(1) Within 6,000 flight hours or 24 months 

after the effective date of this AD, whichever 

occurs first, do a detailed inspection of the 

vapor barrier assembly in the wing stub rear 

box for missing sealant which forms gaps, 

voids or holes, in accordance with the 

Accomplishment Instructions of EMBRAER 

Service Bulletin 170–57–0036, dated March 

13, 2009 (for Model ERJ 170–100 LR, –100 

STD, –100 SE, –100 SU, –200 LR, –200 STD, 

and –200 SU airplanes); or EMBRAER 

Service Bulletin 190–57–0027, dated March 

18, 2009 (for Model ERJ 190–100 STD, –100 

LR, –100 IGW, –200 STD, –200 LR, and –200 

IGW airplanes). 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate access procedures 

may be required.’’ 

(2) If the vapor barrier sealant is found to 

be correctly applied in accordance with the 

Accomplishment Instructions of EMBRAER 

Service Bulletin 170–57–0036, dated March 

13, 2009 (for Model ERJ 170–100 LR, –100 

STD, –100 SE, –100 SU, –200 LR, –200 STD, 

and –200 SU airplanes); or EMBRAER 

Service Bulletin 190–57–0027, dated March 

18, 2009 (for Model ERJ 190–100 STD, –100 

LR, –100 IGW, –200 STD, –200 LR, and –200 

IGW airplanes); no further action is required 

by this AD. 

(3) If any vapor barrier sealant is found 

missing (gaps, voids or holes) during the 

inspection required by paragraph (g)(1) of 

this AD, before further flight apply sealant 

into the applicable gaps, voids, and holes, in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

170–57–0036, dated March 13, 2009 (for 

Model ERJ 170–100 LR, –100 STD, –100 SE, 

–100 SU, –200 LR, –200 STD, and –200 SU 

airplanes); or EMBRAER Service Bulletin 

190–57–0027, dated March 18, 2009 (for 

Model ERJ 190–100 STD, –100 LR, –100 IGW, 

–200 STD, –200 LR, and –200 IGW 

airplanes). 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) 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: Kenny Kaulia, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2848; 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 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. 

(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 

(i) Refer to MCAI Brazilian Airworthiness 

Directives 2009–07–01 and 2009–07–02, both 

effective July 13, 2009; EMBRAER Service 

Bulletin 170–57–0036, dated March 13, 2009; 

and EMBRAER Service Bulletin 190–57– 

0027, dated March 18, 2009; for related 

information. 

Material Incorporated by Reference 

(j) You must use EMBRAER Service 

Bulletin 170–57–0036, dated March 13, 2009; 

or EMBRAER Service Bulletin 190–57–0027, 

dated March 18, 2009; 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 Empresa Brasileira de 

Aeronautica S.A. (EMBRAER), Technical 

Publications Section (PC 060), Av. Brigadeiro 

Faria Lima, 2170—Putim—12227–901 Sa ̃o 

Jose dos Campos—SP—BRASIL; telephone: 

+55 12 3927–5852 or +55 12 3309–0732; fax: 

+55 12 3927–7546; e-mail: 

distrib@embraer.com.br; Internet: http:// 

www.flyembraer.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. 

Issued in Renton, Washington, on April 1, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–8184 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1068; Directorate 

Identifier 2009–NM–042–AD; Amendment 

39–16258; AD 2010–08–03] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2B19 (Regional Jet 

Series 100 & 440) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing 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: 

The heating capability of several Angle Of 

Attack (AOA) transducer heating elements 

removed from in-service aircraft have been 

found to be below the minimum requirement. 

Also, it was discovered that a large number 

of AOA transducers repaired in an approved 

maintenance facility were not calibrated 

accurately. 

Inaccurate calibration of the AOA 

transducer and/or degraded AOA transducer 

heating elements can result in early or late 

activation of the stall warning, stick shaker 

and stick pusher by the Stall Protection 

Computer (SPC). 

* * * * * 

The unsafe condition is reduced 

controllability of the airplane. We are 

issuing this AD to require actions to 


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19204 Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective May 

19, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 19, 2010. 

The Director of the Federal Register 

previously approved the incorporation 

by reference of a certain publication 

listed in this AD as of March 9, 2009 (74 

FR 7789, February 20, 2009). 

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: 

Wing Chan, 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) 228–7311; 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 November 18, 2009 (74 FR 

59480), and proposed to supersede AD 

2009–04–11, Amendment 39–15817 (74 

FR 7789, February 20, 2009). That 

NPRM proposed to correct an unsafe 

condition for the specified products. 

The mandatory continued 

airworthiness information (MCAI) 

states: 

The heating capability of several Angle Of 

Attack (AOA) transducer heating elements 

removed from in-service aircraft have been 

found to be below the minimum requirement. 

Also, it was discovered that a large number 

of AOA transducers repaired in an approved 

maintenance facility were not calibrated 

accurately. 

Inaccurate calibration of the AOA 

transducer and/or degraded AOA transducer 

heating elements can result in early or late 

activation of the stall warning, stick shaker 

and stick pusher by the Stall Protection 

Computer (SPC). 

This [Canadian] directive mandates a 

periodic inspection of the inrush current to 

verify the AOA heating capability and 

replacement of the inaccurately calibrated 

AOA transducers. 

The unsafe condition is reduced 

controllability of the airplane. This AD 

retains the requirements of AD 2009– 

04–11 and also requires a one-time 

inspection of certain angle of attack 

(AOA) transducers, replacement of 

transducers having certain serial 

numbers, repetitive inspections of the 

inrush current for certain AOA 

transducers, and replacement of 

inaccurately calibrated AOA 

transducers. 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 Allow Records Check 

Mesa Airlines requests that we allow 

the use of a records check in lieu of the 

inspection for serial numbers specified 

in paragraph (g)(2) of the NPRM. Mesa 

Airlines points out that serial numbers 

could already be known to operators 

after compliance with AD 2009–04–11. 

Mesa Airlines also notes that AOA 

transducers are delicate instruments 

that could be damaged by removal for 

the purpose of confirming serial 

numbers. 

For the reasons provided by Mesa 

Airlines, we agree to allow operators to 

perform a review of the airplane 

maintenance records in lieu of 

performing an inspection of the AOA 

transducer to determine the serial 

number, if the serial number can be 

conclusively determined from that 

review. We have revised paragraph 

(g)(2) of this AD accordingly. 

Explanation of Change to Applicability 

We have revised the applicability of 

this AD to identify model designations 

as published in the most recent type 

certificate data sheet for the affected 

models. 

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 changes described previously. 

We determined that these changes 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. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this AD will affect 

about 613 products of U.S. registry. 

The actions that are required by AD 

2009–04–11 and retained in this AD 

take about 1 work-hour per product, at 

an average labor rate of $85 per workhour. Based on these figures, the 

estimated cost of the currently required 

actions is $85 per product. 

We estimate that it will take about 1 

work-hour per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

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

operators to be $52,105, 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 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, 


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Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19205 

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 

removing Amendment 39–15817 (74 FR 

7789, February 20, 2009) and adding the 

following new AD: 

2010–08–03 Bombardier, Inc: Amendment 

39–16258. Docket No. FAA–2009–1068; 

Directorate Identifier 2009–NM–042–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 19, 2010. 

Affected ADs 

(b) This AD supersedes AD 2009–04–11, 

Amendment 39–15817. 

Applicability 

(c) This AD applies to Bombardier, Inc. 

Model CL–600–2B19 (Regional Jet Series 100 

& 440) airplanes, serial numbers 7003 and 

subsequent, certificated in any category, that 

are equipped with Thales angle of attack 

(AOA) transducers having part number (P/N) 

45150340 or C16258AA. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

The heating capability of several Angle Of 

Attack (AOA) transducer heating elements 

removed from in-service aircraft have been 

found to be below the minimum requirement. 

Also, it was discovered that a large number 

of AOA transducers repaired in an approved 

maintenance facility were not calibrated 

accurately. 

Inaccurate calibration of the AOA 

transducer and/or degraded AOA transducer 

heating elements can result in early or late 

activation of the stall warning, stick shaker 

and stick pusher by the Stall Protection 

Computer (SPC). 

This [Canadian] directive mandates a 

periodic inspection of the inrush current to 

verify the AOA heating capability and 

replacement of the inaccurately calibrated 

AOA transducers. 

The unsafe condition is reduced 

controllability of the airplane. This AD 

retains the requirements of AD 2009–04–11 

and also requires a one-time inspection of 

certain AOA transducers, replacement of 

transducers having certain serial numbers, 

repetitive inspections of the inrush current 

for certain AOA transducers, and 

replacement of inaccurately calibrated AOA 

transducers. 

Restatement of Requirements of AD 2009– 

04–11, With No Changes 

(f) Unless already done, do the following 

actions: 

(1) For airplanes equipped with a 

transducer having accumulated more than 

7,500 total flight hours as of March 9, 2009 

(the effective date of AD 2009–04–11): 

Within 250 flight hours after March 9, 2009, 

measure the inrush current of both AOA 

transducers in accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. 

(i) If both AOA transducers are found to 

have an inrush current of 1.60 amps or more, 

repeat the measurement thereafter at 

intervals not to exceed the applicable interval 

specified in Table 1 of this AD. Do the 

measurement in accordance with Part A of 

the Accomplishment Instructions of 

Bombardier Service Bulletin 601R–27–153, 

Revision A, dated December 16, 2008. 

TABLE 1—REPETITIVE MEASUREMENT INTERVALS

If the last inrush current measurement of the serviceable AOA transducer is— Then repeat the measurement— 

More than or equal to 1.90 amps ............................................................. Within 2,000 flight hours after the last measurement. 

More than or equal to 1.80 amps but less than 1.90 amps .................... Within 1,500 flight hours after the last measurement. 

More than or equal to 1.70 amps but less than 1.80 amps .................... Within 1,000 flight hours after the last measurement. 

More than or equal to 1.60 amps but less than 1.70 amps .................... Within 500 flight hours after the last measurement. 

(ii) If one AOA transducer is found to have 

an inrush current below 1.60 amps, and the 

other AOA transducer is found to have an 

inrush current of 1.60 amps or more: Do the 

actions required by paragraphs (f)(1)(ii)(A) 

and (f)(1)(ii)(B) of this AD. 

(A) For the AOA transducer having an 

inrush current of 1.60 amps or more: Repeat 

the measurement thereafter at intervals not to 

exceed the applicable interval specified in 

Table 1 of this AD. Do the measurement in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. 

(B) For the AOA transducer having an 

inrush current below 1.60 amps (‘‘degraded’’ 

transducer): Within 1,000 flight hours after 

March 9, 2009, replace that transducer in 

accordance with Part C of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. At the applicable 

time specified in Table 1 of this AD if the 

degraded transducer was replaced with a 

serviceable transducer, or within 2,000 flight 

hours after replacement if the degraded 

transducer was replaced with a new 

transducer, do the measurement for that 

replacement transducer and repeat the 

measurements thereafter at intervals not to 

exceed the applicable interval specified in 

Table 1 of this AD. Do the measurement in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. 

(iii) If both AOA transducers are found to 

have an inrush current below 1.60 amps, do 

the action specified in paragraph (f)(1)(iii)(A) 

or (f)(1)(iii)(B) of this AD. 

(A) Before further flight, replace one of the 

degraded AOA transducers with a new or 

serviceable transducer; and replace the other 

degraded transducer with a new or 


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serviceable transducer within 1,000 flight 

hours after the measurement required by 

paragraph (f)(1) of this AD; in accordance 

with Part C of the Accomplishment 

Instructions of Bombardier Service Bulletin 

601R–27–153, Revision A, dated December 

16, 2008. At the applicable time specified in 

Table 1 of this AD, if the degraded transducer 

was replaced with a serviceable transducer; 

or within 2,000 flight hours after replacement 

if the degraded transducer was replaced with 

a new transducer: Do the measurement for 

that replacement transducer and repeat the 

measurement thereafter at intervals not to 

exceed the applicable interval specified in 

Table 1 of this AD. Do the measurements in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. 

(B) Within 1,000 flight hours after the 

measurement required by paragraph (f) of 

this AD, replace both degraded AOA 

transducers with new or serviceable 

transducers in accordance with Part C of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. Until the 

replacement is done, dispatch with two 

degraded AOA transducers is allowed, 

provided that the applicable Limitations 

section of the airplane flight manual (AFM) 

is revised to include the following statement 

or a copy of this AD is inserted into the 

applicable Limitations section of the AFM. 

‘‘Dispatch is allowed if: 

(a) Operations are not conducted in visible 

moisture (including standing water and 

slush) in any form, 

(b) Operations are not conducted in known 

or forecast icing conditions, 

(c) Both Ice Detection Systems are 

operative; and, 

(d) Operations are conducted in day VMC 

conditions only.’’ 

After the replacement has been 

accomplished, the statement or the copy of 

this AD may be removed from the AFM. At 

the applicable time specified in Table 1 of 

this AD, if the degraded transducer was 

replaced with a serviceable transducer; or 

within 2,000 flight hours after replacement 

with a new transducer: Do the measurement 

for that replacement transducer and repeat 

the measurement thereafter at intervals not to 

exceed the applicable interval specified in 

Table 1 of this AD. Do the measurement in 

accordance with Part A of Accomplishment 

Instructions of Bombardier Service Bulletin 

601R–27–153, Revision A, dated December 

16, 2008. 

(2) If, during any repetitive measurement 

required by paragraphs (f)(1)(i), (f)(1)(ii), and 

(f)(1)(iii) of this AD, any AOA transducer is 

found to have an inrush current below 1.60 

amps, before further flight, replace that 

transducer in accordance with Part C of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–27–153, Revision A, 

dated December 16, 2008. At the applicable 

time specified in Table 1 of this AD, if the 

degraded transducer was replaced with a 

serviceable transducer; or within 2,000 flight 

hours after replacement if the degraded 

transducer was replaced with a new 

transducer: Do the measurement for that 

replacement transducer as specified in 

paragraph (f)(1)(ii)(B) of this AD and repeat 

the measurement thereafter at intervals not to 

exceed the applicable interval specified in 

Table 1 of this AD. 

(3) Actions done before March 9, 2009, in 

accordance with Bombardier Service Bulletin 

601R–27–153, dated October 17, 2008, are 

acceptable for compliance with the 

corresponding requirements of paragraphs 

(f)(1) and (f)(2) of this AD. 

New Requirements of This AD: Actions and 

Compliance 

(g) Unless already done, do the following 

actions. 

(1) For airplanes equipped with a 

transducer having accumulated 7,500 or 

fewer flight hours as of March 9, 2009, except 

transducers that have been measured in 

accordance with paragraph (f)(1) of this AD: 

Do the actions specified in paragraph (f)(1) of 

this AD before the transducer accumulates 

7,500 total flight hours, or within 500 flight 

hours after the effective date of this AD, 

whichever occurs later. 

(2) Within 900 flight hours after the 

effective date of this AD, inspect AOA 

transducers having P/N 45150340 or 

C16258AA to determine the serial numbers. 

A review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

serial number of the AOA transducer can be 

conclusively determined from that review. 

(i) If the serial number is not identified in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 601R–27–154, dated December 1, 

2008, no further action is required by this 

paragraph. 

(ii) If the part number and serial number 

are identified in one of the tables in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 601R–27–154, dated December 1, 

2008, and have the suffix ‘‘A,’’ no further 

action is required by this paragraph. 

Note 1: Bombardier Service Bulletin 601R– 

27–154, dated December 1, 2008, references 

Thales Avionics Service Bulletins 45150340– 

31–004 and C16258A–27–002, both dated 

November 28, 2008, as additional sources of 

guidance for part and serial number 

information. 

(iii) If the part number and serial number 

are identified in a table in paragraph 1.A.(1) 

of Bombardier Service Bulletin 601R–27–154, 

dated December 1, 2008, before further flight, 

replace the AOA transducer with a new or 

serviceable transducer, in accordance with 

the Accomplishment Instructions of 

Bombardier Service Bulletin 601R–27–154, 

dated December 1, 2008. 

(3) As of the effective date of this AD, no 

person may install a replacement AOA 

transducer having P/N 45150340 or P/N 

C16258AA with a serial number identified in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 601R–27–154, dated December 1, 

2008, unless the serial number has the suffix 

‘‘A.’’ 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, 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: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7300; fax (516) 

794–5531. 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 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. 

(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 

(i) Refer to MCAI Canadian Airworthiness 

Directive CF–2008–35, dated December 22, 

2008; Bombardier Service Bulletin 601R–27– 

154, dated December 1, 2008; and 

Bombardier Service Bulletin 601R–27–153, 

Revision A, dated December 16, 2008; for 

related information. 

Material Incorporated by Reference 

(j) You must use Bombardier Service 

Bulletin 601R–27–154, dated December 1, 

2008; and Bombardier Service Bulletin 601R– 

27–153, Revision A, dated December 16, 

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 

Bombardier Service Bulletin 601R–27–154, 

dated December 1, 2008, 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 

601R–27–153, Revision A, dated December 

16, 2008, on March 9, 2009 (74 FR 7789, 

February 20, 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 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19207 

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 March 

25, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–7801 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0282; Directorate 

Identifier 2009–NM–140–AD; Amendment 

39–16262; AD 2010–08–07] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

340–500 and –600 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

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: 

Following successive ECAM [electronic 

centralized aircraft monitoring] warnings 

during the approach phase, just after the 

landing gear extension sequence and an 

uneventful landing, the maintenance 

inspection on an Airbus A340 has revealed 

a hydraulic leak that was caused by the 

failure of the Yellow high pressure (HP) 

hydraulic pipe supplying the back-up Nose 

Wheel Steering (NWS) which runs along the 

lower part of the avionic bay from frame 17 

to frame 20. 

This leak resulted in the loss of the Yellow 

hydraulic system and contamination of the 

avionics bay with sprayed hydraulic fluid. 

This condition, if not detected and 

corrected, could result in an ingestion of 

hydraulic fluid in the electrical connectors, 

which could generate an arcing phenomenon 

and, if sufficient energy is provided by the 

arcing, lead to an ignition source, which 

would be an unsafe condition. 

* * * * * 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective April 

29, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 29, 2010. 

We must receive comments on this 

AD by June 1, 2010. 

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 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2009–0130, 

dated June 23, 2009 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Following successive ECAM [electronic 

centralized aircraft monitoring] warnings 

during the approach phase, just after the 

landing gear extension sequence and an 

uneventful landing, the maintenance 

inspection on an Airbus A340 has revealed 

a hydraulic leak that was caused by the 

failure of the Yellow high pressure (HP) 

hydraulic pipe supplying the back-up Nose 

Wheel Steering (NWS) which runs along the 

lower part of the avionic bay from frame 17 

to frame 20. 

This leak resulted in the loss of the Yellow 

hydraulic system and contamination of the 

avionics bay with sprayed hydraulic fluid. 

This condition, if not detected and 

corrected, could result in an ingestion of 

hydraulic fluid in the electrical connectors, 

which could generate an arcing phenomenon 

and, if sufficient energy is provided by the 

arcing, lead to an ignition source, which 

would be an unsafe condition. 

This AD requires the repetitive [detailed] 

inspection [for damage (e.g., chafing)] of the 

Yellow HP hydraulic line from frame 17 to 

the elbow connection near frame 20, the 

application of the associated corrective 

actions, as necessary, and the repetitive 

performance of a bleeding of the NWS system 

to verify the correct installation and 

condition of the HP hydraulic line. 

Required actions also include a detailed 

inspection for missing or damaged Pclamps including their grommets. 

Corrective actions include replacing 

damaged or missing P-clamp grommets 

and replacing P-clamps. If any P-clamp 

grommet is found missing or damaged, 

inspecting the hydraulic pipe under 

damaged P-clamps for chafing is 

required. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Relevant Service Information 

Airbus has issued All Operators Telex 

A340–29A5014, dated October 14, 2008. 

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 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 issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 


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