Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 12629 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Since 2004, more than 30 reports have 

been received of in-flight loss of a rear 

passenger door on Diamond aeroplanes, the 

majority of which were DA 40. In additional, 

at least 18 doors have been replaced because 

of damage found on the hinge. 

Diamond Aircraft Industries conducted 

analyses and structural tests to determine the 

root cause of the door opening in flight. The 

conclusions were that the primary locking 

mechanism provided adequate strength to 

react to the loads in flight. It was also 

determined that the root cause was the crew 

not properly securing the rear passenger door 

by the main locking mechanism, prior to 

flight. Damage to the hinges has been caused 

primarily by external loads (wind gust 

conditions) while the aeroplane was parked. 

All DA 40 and DA 42 aeroplanes have a 

system installed that provides a warning if 

the main door latch is not fully closed and 

a secondary safety latch (with retaining 

bracket) design feature. The initial intended 

design function of the latch was to hold the 

rear passenger door in the ‘‘near closed’’ 

position while on the ground, protecting the 

door from wind gusts. However, the original 

retaining bracket Part Number (P/N) DA4– 

5200–00–69 might not hold the door in this 

‘‘near closed’’ position while in flight. To 

address this problem, DAI have designed an 

improved retaining bracket, P/N DA4–5200– 

00–69–SB, which has been satisfactory tested 

to hold the door closed in flight. In addition, 

DAI have revised the Airplane Flight Manual 

(AFM) emergency door unlocked/open 

procedure. 

This condition, if not corrected, could 

result in the rear passenger door opening and 

departing the aeroplane in flight. 

For the reasons described above, this AD 

requires implementation of amendment of 

the AFM procedures for flight with the door 

unlocked/open, and replacement of the 

passenger door retaining bracket with an 

improved part. 

Actions and Compliance 

(f) Unless already done, do the following 

actions: 

(1) Within 6 months after the effective date 

of this AD, incorporate Diamond Aircraft 

Temporary Revision TR–MA ̈ M 42–443, pages 

3–55a and 3–55b, dated June 17, 2010, into 

the FAA-approved airplane flight manual 

following Diamond Aircraft Temporary 

Revision TR–MA ̈ M 42–443, Cover Page, 

dated June 17, 2010. 

(2) Within 6 months after the effective date 

of this AD, replace the rear passenger door 

retaining bracket with an improved design 

retaining bracket following Diamond Aircraft 

Industries GmbH Mandatory Service Bulletin 

No. MSB 42–083/No. MSB 42NG–014, dated 

July 13, 2010; and Diamond Aircraft 

Industries GmbH Work Instruction WI–MSB 

42–083/WI–MSB 42NG–014, dated July 13, 

2010. 

(3) As of 6 months after the effective date 

of this AD, do not install a part number DA4– 

5200–00–69 rear passenger door retaining 

bracket. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: On 

November 23, 2010, we issued AD 2010–25– 

01 as a unilateral action to address this 

unsafe condition on Diamond Aircraft 

Industries GmbH Models DA 40 and DA 40F 

airplanes. Subsequently, the European 

Aviation Safety Agency (EASA) issued AD 

2010–0235 to address the same unsafe 

condition on both DA 40 and DA 42 series 

airplanes. Since AD 2010–25–01 already 

addresses this unsafe condition on Models 

DA 40 and DA 40F airplanes, we are not 

including those models in this AD. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

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: Mike Kiesov, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 329– 

4090. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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, a Federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(h) Refer to MCAI EASA AD 2010–0235, 

dated November 10, 2010; Diamond Aircraft 

Industries GmbH Mandatory Service Bulletin 

No. MSB 42–083/No. MSB 42NG–014, dated 

July 13, 2010; Diamond Aircraft Industries 

GmbH Work Instruction WI–MSB 42–083/ 

WI–MSB 42NG–014, dated July 13, 2010; and 

Diamond Aircraft Temporary Revision TR– 

MA ̈ M 42–443, pages 3–55a and 3–55b, dated 

June 17, 2010, for related information. For 

service information related to this AD, 

contact Diamond Aircraft Industries GmbH, 

N.A. Otto-Stra+e 5, A–2700 Wiener Neustadt, 

Austria, telephone: +43 2622 26700; fax: +43 

2622 26780; e-mail: office@diamond-air.at; 

Internet: http://www.diamond-air.at. You 

may review copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, call 

816–329–4148. 

Issued in Kansas City, Missouri, on March 

2, 2011. 

John R. Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–5176 Filed 3–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0151; Directorate 

Identifier 2009–NM–205–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model DHC–8–400 Series 

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: 

Two cases of main landing gear collapse 

had been reported. Main landing gear 

collapse may result in unsafe landing of the 

aircraft. 

* * * * * 

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 April 22, 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, 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

12630 Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 

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. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., Q-Series Technical Help Desk, 123 

Garratt Boulevard, Toronto, Ontario 

M3K 1Y5, Canada; telephone 416–375– 

4000; fax 416–375–4539; e-mail 

thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.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. 

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: 

Craig Yates, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office (ACO), 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7355; fax (516) 794–5531. 

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–2011–0151; Directorate Identifier 

2009–NM–205–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 October 19, 2007, we issued AD 

2007–22–09, Amendment 39–15245 (72 

FR 61288, October 30, 2007). That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2007–22–09, 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2007–20R2, 

dated February 6, 2009 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Two cases of main landing gear collapse 

had been reported. Main landing gear 

collapse may result in unsafe landing of the 

aircraft. 

Revision 1 of this directive amended the 

time compliance in paragraph C.2 (3 months 

in addition to 500 hours air time), to add new 

paragraph C.3 to cater for retract actuator 

which has accumulated less than 4,000 

landings or 2 years since new and to add new 

paragraphs B.2 and C.4 to require that the 

respective inspections be repetitively 

performed until terminating action becomes 

available. 

Revision 2 of this directive amends the 

detailed visual inspection requirement in 

paragraph C.3 to include the main landing 

gear retract actuator, part number 46550–11, 

and to add new paragraph F to mandate the 

incorporation of main landing gear retract 

actuator part number, 46550–13 as the 

terminating action and to add new paragraph 

G for the maintenance requirement. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

Bombardier has issued Service 

Bulletin 84–32–55, Revision A, dated 

March 10, 2008; and Repair Drawing 

8/4–32–059, Issue 7, dated June 26, 

2008. Bombardier has also issued 

Temporary Revision (TR) MRB–35, 

dated November 18, 2008, to Section 

1–32 of Part 1 of the Bombardier Q400 

Dash 8 Maintenance Requirements 

Manual (PSM 1–84–7). 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. 

Changes to AD 2007–22–09 

This proposed AD would retain 

certain requirements of AD 2007–22–09. 

Since AD 2007–22–09 was issued, the 

AD format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2007–22–09 

Corresponding requirement in this proposed AD 

paragraph (f) paragraph (g). 

paragraph (g) paragraph (h). 

paragraph (h) paragraph (i). 

paragraph (i) paragraph (j). 

paragraph (j) paragraph (k). 

paragraph (l) paragraph (v)(3). 

We have revised paragraph (f) of AD 

2007–22–09 to remove reference to 

Tasks Z700–03E and Z700–04E 

specified in Part 1 (Maintenance Review 

Board Report) of the Bombardier DHC– 

8 Series 400 Maintenance Requirements 

Manual (PSM 1–84–7). Instead, we have 

added Note 3 to this AD to specify that 

guidance on doing a general visual 

inspection to detect discrepancies of the 

left- and right-hand main landing gear 

system can be found in Tasks Z700–03E 

and Z700–04E of Part 1 (Maintenance 

Review Board Report) of the Bombardier 

DHC–8 Series 400 Maintenance 

Requirements Manual (PSM 1–84–7). 

Change to Applicability of AD 2007–22– 

09 

AD 2007–22–09 applies to airplanes 

having serial numbers (S/Ns) 003 and 

subsequent, which now corresponds to 

S/Ns 4003 and subsequent. This 

proposed AD applies to S/Ns 4003, 

4004, 4006, and 4008 through 4208 

inclusive, and also adds S/N 4001. The 

airplanes having serial numbers other 

than those specified in the Applicability 

of this proposed AD are not affected by 

the identified unsafe condition. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 12631 

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 55 products of U.S. registry. 

The actions that are required by AD 

2007–22–09 and retained in this 

proposed AD take about 5 work-hours 

per product, at an average labor rate of 

$85 per work hour. Based on these 

figures, the estimated cost of the 

currently required actions is $425 per 

product. 

We estimate that it would take about 

8 work-hours per product to comply 

with the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Required parts 

would cost about $27,511 per product. 

Where the service information lists 

required parts costs that are covered 

under warranty, we have assumed that 

there will be no charge for these costs. 

As we do not control warranty coverage 

for affected parties, some parties may 

incur costs higher than estimated here. 

Based on these figures, we estimate the 

cost of the proposed AD on U.S. 

operators to be $1,550,505, or $28,191 

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); 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 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 39–15245 (72 FR 

61288, October 30, 2007) and adding the 

following new AD: 

Bombardier, Inc.: Docket No. FAA–2011– 

0151; Directorate Identifier 2009–NM– 

205–AD. 

Comments Due Date 

(a) We must receive comments by April 22, 

2011. 

Affected ADs 

(b) The AD supersedes AD 2007–22–09, 

Amendment 39–15245. 

Applicability 

(c) This AD applies to Bombardier, Inc. 

Model DHC–8–400, –401, and –402 

airplanes, certificated in any category, having 

serial numbers (S/Ns) 4001, 4003, 4004, 

4006, and 4008 through 4208 inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Two cases of main landing gear collapse 

had been reported. Main landing gear 

collapse may result in unsafe landing of the 

aircraft. 

* * * * * 

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 AD 2007–22–09, With 

Updated Service Information, Limited 

Affected Airplanes, and Revised Compliance 

Times 

General Visual Inspection of Main Landing 

Gear (MLG) System, and Corrective Actions 

(g) For airplanes having S/Ns 003, 004, 

006, and 008 through 182 inclusive (now 

referred to as S/Ns 4003, 4004, 4006, and 

4008 through 4182 inclusive), before further 

flight, do a general visual inspection to detect 

discrepancies of the left- and right-hand MLG 

system and do all applicable corrective 

actions, in accordance with a method 

approved by the Manager, New York Aircraft 

Certification Office (ACO), FAA; or Transport 

Canada Civil Aviation (TCCA) (or its 

delegated agent). 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’ 

Note 2: Guidance on doing a general visual 

inspection to detect discrepancies of the leftand right-hand MLG system can be found in 

Tasks Z700–03E and Z700–04E of Part 1 

(Maintenance Review Board Report) of the 

Bombardier DHC–8 Series 400 Maintenance 

Requirements Manual (PSM 1–84–7). 

General Visual Inspection of the Jam Nut of 

the Retract Actuator of the MLG and 

Corrective Actions 

(h) For all airplanes except for the airplane 

having serial number 4001: Before further 

flight, do a general visual inspection of the 

jam nut of the retract actuator of the left- and 

right-hand MLG to ensure the wire lock is in 

place and the nut is secured. If the wire lock 

is not in place or if the jam nut is not 

secured, before further flight, adjust the 

retracted length of the rod end, torque the 

jam nut, install a wire lock, and lubricate the 

piston, as applicable, in accordance with 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

12632 Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 

Bombardier Repair Drawing (RD) 8/4–32– 

059, Issue 4, dated September 14, 2007; or 

Issue 7, dated June 26, 2008. As of the 

effective date of this AD, use only 

Bombardier RD 8/4–32–059, Issue 7, dated 

June 26, 2008. Doing the revision required by 

paragraph (r) of this AD terminates the 

inspection required by this paragraph. 

Note 3: Bombardier RD 8/4–32–059, Issue 

4, dated September 14, 2007, refers to 

Goodrich Service Concession Request SCR 

086–07, Revision C, dated September 14, 

2007 (specifically item 14); and Bombardier 

RD 8/4–32–059, Issue 7, dated June 26, 2008, 

refers to Goodrich Service Concession 

Request SCR 086–07, Revision F, dated June 

13, 2008 (specifically item 14); as an 

additional source of service information for 

adjusting the retracted length of the rod end, 

torquing the jam nut, installing a wire lock, 

and lubricating the piston if necessary, as 

required by paragraph (h) of this AD. 

Detailed Inspection of the Retract Actuator 

of the MLG, With Extended Compliance 

Time for Paragraph (j) of This AD 

(i) For airplanes having S/Ns 003, 004, 006, 

and 008 through 182 inclusive (now referred 

to as S/Ns 4003, 4004, 4006, and 4008 

through 4182 inclusive) on which the retract 

actuator of the MLG, P/N 46550–7 or 46550– 

9, has accumulated 8,000 or more total 

landings or has been in-service 4 or more 

years since new, as of November 14, 2007 

(the effective date of 2007–22–09): Before 

further flight, do a detailed inspection of 

affected parts for any signs of corrosion or 

wear, and applicable related investigative 

and corrective actions, in accordance with 

Bombardier RD 8/4–32–059, Issue 4, dated 

September 14, 2007; or Issue 7, dated June 

26, 2008. As of the effective date of this AD, 

use only Bombardier RD 8/4–32–059, Issue 7, 

dated June 26, 2008. 

Note 4: 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 procedures may be 

required.’’ 

(j) For airplanes having S/Ns 003, 004, 006, 

and 008 through 182 inclusive (now referred 

to as S/Ns 4003, 4004, 4006, and 4008 

through 4182 inclusive) with a retract 

actuator of the MLG, P/N 46550–7 or 46550– 

9, other than those identified in paragraph (i) 

of this AD: Do a detailed inspection of 

affected parts for any signs of corrosion or 

wear, and applicable related investigative 

and corrective actions, in accordance with 

Bombardier RD 8/4–32–059, Issue 4, dated 

September 14, 2007; or Issue 7, dated June 

26, 2008; at the later of the times specified 

in paragraphs (j)(1) and (j)(2) of this AD. As 

of the effective date of this AD, use only 

Bombardier RD 8/4–32–059, Issue 7, dated 

June 26, 2008. 

(1) Before the accumulation of 4,500 total 

landings or 27 months since new, whichever 

occurs first. 

(2) Within 500 flight hours after November 

14, 2007, or within 3 months after the 

effective date of this AD, whichever occurs 

first. 

Note 5: Bombardier RD 8/4–32–059, Issue 

7, dated June 26, 2008, refers to Goodrich 

Service Concession Request SCR 086–07, 

Revision F, dated June 13, 2008, as an 

additional source of service information for 

accomplishing the applicable related 

investigative and corrective actions required 

by paragraphs (i) and (j) of this AD. 

Actions Done in Accordance With Previous 

Issues of Service Information 

(k) Actions done before November 14, 

2007, in accordance with repair drawings 

specified in Table 1 of this AD, are 

acceptable for compliance with the 

corresponding actions specified in 

paragraphs (h) through (j) of this AD. 

TABLE 1—PREVIOUS REPAIR DRAWINGS

Document Issue Date 

Bombardier Repair Drawing 8/4–32–059 ......................................................................................................... 1 September 12, 2007. 

Bombardier Repair Drawing 8/4–32–059 ......................................................................................................... 2 September 13, 2007. 

Bombardier Repair Drawing 8/4–32–059 ......................................................................................................... 3 September 13, 2007. 

New Requirements of this AD 

General Visual Inspection of the Jam Nut of 

the Retract Actuator of the MLG, and 

Corrective Actions 

(l) For all airplanes: At the later of the 

times specified in paragraphs (l)(1) and (l)(2) 

of this AD, do a general visual inspection of 

the left- and right-hand MLG retract actuator 

jam nut to ensure that the wire lock is in 

place and that the nut is secure, in 

accordance with a method approved by the 

Manager, New York Aircraft Certification 

Office (ACO), FAA; or Transport Canada 

Civil Aviation (TCCA) (or its delegated 

agent). If the wire lock is not in place or the 

jam nut is not secured, before further flight, 

re-torque the jam nut and safety lockwire, in 

accordance with Bombardier RD 8/4–32–059, 

Issue 7, dated June 26, 2008. Repeat the 

inspection thereafter at intervals not to 

exceed 250 flight cycles or 30 days, 

whichever occurs first. Doing the revision 

required by paragraph (r) of this AD 

terminates the inspections required by this 

paragraph. 

(1) Within 250 flight cycles or 30 days after 

accomplishing the inspection required by 

paragraph (h) of this AD, whichever occurs 

first. 

(2) Within 7 days after the effective date of 

this AD. 

Note 6: Guidance for doing a general visual 

inspection to detect discrepancies of the leftand right-hand MLG system can be found in 

Tasks Z700–03E and Z700–04E of Part 1 

(Maintenance Review Board Report) of the 

Bombardier DHC–8 Series 400 Maintenance 

Requirements Manual (PSM 1–84–7). 

Detailed Inspection of the Retract Actuator 

of the MLG, and Related Investigative and 

Corrective Actions 

(m) For airplanes equipped with a MLG 

retract actuator having P/N 46550–7 or 

46550–9: At the later of the times specified 

in paragraphs (m)(1) and (m)(2) of this AD, 

do a detailed inspection of affected parts for 

any signs of corrosion or wear, and do 

applicable related investigative and 

corrective actions, in accordance with 

Bombardier RD 8/4–32–059, Issue 7, dated 

June 26, 2008. Do all applicable related 

investigative and corrective actions before 

further flight. Repeat the inspection 

thereafter at intervals not to exceed 2,000 

flight cycles or 12 months, whichever occurs 

first. 

(1) Within 2,000 flight cycles or within 12 

months after accomplishing the inspection 

required by paragraph (i) or (j) of this AD, 

whichever occurs first. 

(2) Within 30 days after the effective date 

of this AD. 

(n) For airplanes having serial numbers 

4001, 4003, 4004, 4006, and 4008 through 

4182 inclusive equipped with a MLG retract 

actuator having P/N 46550–11: At the later of 

the times specified in paragraphs (n)(1) and 

(n)(2) of this AD, do a detailed inspection of 

affected parts for any signs of corrosion or 

wear, and applicable related investigative 

and corrective actions, in accordance with 

Bombardier RD 8/4–32–059, Issue 7, dated 

June 26, 2008. Do all applicable related 

investigative and corrective actions before 

further flight. Repeat the inspection 

thereafter at intervals not to exceed 2,000 

flight cycles or 12 months, whichever occurs 

first. 

(1) Before the accumulation of 4,500 total 

landings or 27 months since new, whichever 

occurs first. 

(2) Within 500 flight hours or 3 months 

after the effective date of this AD, whichever 

occurs first. 

(o) For airplanes having serial numbers 

4001, 4003, 4004, 4006, and 4008 through 

4182 inclusive equipped with a MLG retract 

actuator having P/N 46550–7, P/N 46550–9, 

or P/N 46550–11, and that have accumulated 

7,500 total flight cycles or more as of the 

effective date of this AD, or that have more 

than 48 months since new: Within 500 flight 

cycles or 3 months after the effective date of 

this AD, whichever occurs first, replace the 

affected retract actuator with a new design 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 12633 

retract actuator having P/N 46550–13, in 

accordance with Bombardier Service Bulletin 

84–32–55, Revision A, dated March 10, 2008 

(Bombardier Modsum 4–901603). Doing the 

replacement specified in this paragraph 

terminates the requirements of paragraphs (i), 

(j), (m), and (n) of this AD. 

(p) For airplanes having serial numbers 

4001, 4003, 4004, 4006, and 4008 through 

4182 inclusive equipped with MLG retract 

actuators having P/N 46550–7, P/N 46550–9, 

or P/N 46550–11, that have accumulated less 

than 7,500 total flight cycles as of the 

effective date of this AD and that have 48 

months or less since new: Prior to the 

accumulation of 8,000 total flight cycles, or 

within 51 months since new, whichever 

occurs first, replace the affected retract 

actuator with a new design retract actuator 

having P/N 46550–13, in accordance with 

Bombardier Service Bulletin 84–32–55, 

Revision A, dated March 10, 2008 

(Bombardier Modsum 4–901603). Doing the 

replacement specified in this paragraph 

terminates the requirements of paragraphs (i), 

(j), (m), and (n) of this AD. 

(q) Replacing the affected retract actuator 

with a new design retract actuator having 

P/N 46550–15, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–32–60, Revision A, dated 

September 29, 2008 (Bombardier Modsum 

4–901610), is also acceptable for compliance 

with the requirements of paragraphs (o) and 

(p) of this AD. 

Revision of the Maintenance Program 

(r) For all airplanes: Within 30 days after 

the effective date of this AD, revise the 

maintenance program by incorporating Task 

320100–211 (repetitive detailed inspections 

of the retraction actuator rod end jam nut, 

gland nut, and actuator attachment pins for 

condition, the security of installation, and 

corrosion) and Task 320100–212 (repetitive 

restorations of the retraction actuator for 

complete overhaul), as specified in 

Bombardier Temporary Revision (TR) MRB– 

35, dated November 18, 2008, to the 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual (PSM 1–84–7). Doing 

this revision terminates the requirements of 

paragraphs (h) and (l) of this AD. The initial 

compliance times for doing Task 320100–211 

and Task 320100–212 are specified in 

paragraphs (r)(1) and (r)(2) of this AD. After 

doing this revision, no alternative 

inspections, restorations, or intervals may be 

used, unless the inspections, restorations, or 

intervals are approved as an alternative 

method of compliance (AMOC) in 

accordance with the procedures specified in 

paragraph (v)(1) of this AD. 

(1) For Task 320100–211 in Bombardier TR 

MRB–35, dated November 18, 2008, to the 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual (PSM 1–84–7): The 

compliance time for the initial inspection is 

within 600 flight hours after the effective 

date of this AD. 

(2) For Task 320100–212 in Bombardier TR 

MRB–35, dated November 18, 2008, to the 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual (PSM 1–84–7): The 

compliance time for the initial restoration is 

the later of the times of paragraphs (r)(2)(i) 

and (r)(2)(ii) of this AD. 

(i) Prior to the accumulation of 25,000 total 

flight cycles, or within 12 years since the 

date of issuance of the original airworthiness 

certificate or the date of issuance of the 

original export certificate of airworthiness, 

whichever occurs first. 

(ii) Within 500 flight cycles after the 

effective date of this AD. 

Note 7: The actions required by paragraph 

(r) of this AD may be done by inserting 

copies of Bombardier TR MRB–35, dated 

November 18, 2008, into the Bombardier 

Q400 Dash 8 Maintenance Requirements 

Manual (PSM 1–84–7). When this TR has 

been included in general revisions of the 

PSM, the general revisions may be inserted 

in the PSM, provided the relevant 

information in the general revision is 

identical to that in Bombardier TR MRB–35, 

dated November 18, 2008. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(s) Doing a general visual inspection of the 

jam nut of the retract actuator of the left- and 

right-hand MLG; and doing a detailed 

inspection of affected parts for any signs of 

corrosion or wear, and applicable related 

investigative and corrective actions; is also 

acceptable for compliance with the 

corresponding requirements of paragraphs 

(h), (i), (j), (l), (m), and (n) of this AD, if done 

before the effective date of this AD in 

accordance with Bombardier Repair Drawing 

8/4–32–059, Issue 5, dated September 20, 

2007; or Bombardier Repair Drawing 8/4–32– 

059, Issue 6, dated January 31, 2008. 

(t) Replacing the affected retract actuator 

with a new design retract actuator having 

P/N 46550–13 is also acceptable for 

compliance with the requirements of 

paragraphs (o) and (p) of this AD, if done 

before the effective date of this AD in 

accordance with Bombardier Service Bulletin 

84–32–55, dated January 14, 2008 (Modsum 

4–901603). 

No Reporting 

(u) While Canadian Airworthiness 

Directive CF–2007–20R2, dated February 6, 

2009, has a reporting action, this AD does not 

require reporting. 

FAA AD Differences 

Note 8: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI or service information 

tells you to submit information to the 

manufacturer, paragraph (u) of this AD 

specifies that such submittal is not required. 

Other FAA AD Provisions 

(v) 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. AMOCs 

approved previously in accordance with AD 

2007–22–09, Amendment 39–15245, are 

approved as AMOCs for the corresponding 

provisions of paragraph (i) and (j) of 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) Special Flight Permits: Special flight 

permits may be issued in accordance with 

sections 21.197 and 21.199 of the Federal 

Aviation Regulations (14 CFR 21.197 and 

21.199) to operate the airplane to a location 

where the airplane can be inspected (if the 

operator elects to do so), provided that the 

procedures and limitations in paragraphs 

(v)(3)(i) and (v)(3)(ii) of this AD are adhered 

to. 

(i) Flight Crew Limitations and Procedures: 

(A) Ferry flight with gear extended and 

pinned; 

(B) Landing to be conducted at a minimum 

descent rate; 

(C) Minimize braking on landing; 

(D) Flight to be conducted in accordance 

with Section 4.8 of the Aircraft Operating 

Manual (AOM); 

(E) Only essential crew on board; and 

(F) Flight in known or forecast icing 

condition is prohibited. 

(ii) Maintenance Procedures: 

(A) Do the general visual inspection 

required by paragraph (h) of this AD; 

(B) Do the general visual inspections of the 

stabilizer stay and the hinge points of the 

MLG for general condition and security, in 

accordance with Bombardier Q400 All 

Operator Message 236A, dated September 11, 

2007; 

(C) If no discrepancy is detected during the 

inspections required by paragraph 

(v)(3)(ii)(A) and (v)(3)(ii)(B) of this AD, before 

further flight, insert the ground lock pins and 

a wire lock of the MLG in place. 

(D) Ensure the nose landing gear ground 

lock is engaged. 

Related Information 

(w) Refer to MCAI Canadian Airworthiness 

Directive CF–2007–20R2, dated February 6, 

2009; Bombardier Service Bulletin 84–32–55, 

Revision A, dated March 10, 2008; 

Bombardier Service Bulletin 84–32–60, 

Revision A, dated September 29, 2008; 

Bombardier Repair Drawing 8/4–32–059, 

Issue 7, dated June 26, 2008; and Bombardier 

Temporary Revision MRB–35, dated 

November 18, 2008, to the Bombardier Q400 

Dash 8 Maintenance Requirements Manual 

(PSM 1–84–7); for related information. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

12634 Federal Register / Vol. 76, No. 45 / Tuesday, March 8, 2011 / Proposed Rules 

Issued in Renton, Washington, on February 

22, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5161 Filed 3–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28661; Directorate 

Identifier 2007–NM–013–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, and –900 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for the products listed above. That 

NPRM proposed to require installation 

of an automatic shutoff system for the 

center tank fuel boost pumps, 

installation of a placard in the airplane 

flight deck if necessary, and concurrent 

modification of the P5–2 fuel control 

module assembly. That NPRM also 

proposed to require revisions to the 

Limitations and Normal Procedures 

sections of the airplane flight manual to 

advise the flightcrew of certain 

operating restrictions for airplanes 

equipped with an automated center tank 

fuel pump shutoff control. Additionally, 

that NPRM proposed to require a 

revision to the Airworthiness 

Limitations (AWL) section of the 

Instructions for Continued 

Airworthiness (ICA) to incorporate AWL 

No. 28–AWL–19 and No. 28–AWL–23. 

That NPRM further proposed to require 

installation of a secondary control relay 

for the electrical control circuit of each 

of the two center tank fuel boost pumps. 

That NPRM was prompted by fuel 

system reviews conducted by the 

manufacturer. This action revises that 

NPRM by adding airplanes, adding 

additional operational testing of the 

automatic shutoff system for certain 

airplanes, removing the requirement for 

incorporating AWL No. 28–AWL–19 

into the AWL section of the ICA, and 

adding an option of installation and 

maintenance of universal fault 

interrupters using a certain 

supplemental type certificate. We are 

proposing this supplemental NPRM to 

prevent center tank fuel pump operation 

with continuous low pressure, which 

could lead to friction sparks or 

overheating in the fuel pump inlet that 

could create a potential ignition source 

inside the center fuel tank. These 

conditions, in combination with 

flammable fuel vapors, could result in a 

center fuel tank explosion and 

consequent loss of the airplane. Since 

these actions impose an additional 

burden over those proposed in the 

NPRM, we are reopening the comment 

period to allow the public the chance to 

comment on these proposed changes. 

DATES: We must receive comments on 

this supplemental NPRM by April 4, 

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 20590, 

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

through Friday, except Federal holidays. 

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. 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 Management Facility 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 Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Tak 

Kobayashi, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6499; fax: (425) 917–6590; e-mail: 

Takahisa.Kobayashi@faa.gov. 

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–2007–28661; Directorate Identifier 

2007–NM–013–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 because of 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 

We issued an NPRM to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 737–600, –700, –700C, 

–800, and –900 series airplanes. That 

NPRM published in the Federal 

Register on July 10, 2007 (72 FR 37479). 

That NPRM proposed to require 

installation of an automatic shutoff 

system for the center tank fuel boost 

pumps, installation of a placard in the 

airplane flight deck if necessary, and 

concurrent modification of the P5–2 fuel 

control module assembly. That NPRM 

proposed to require revisions to the 

Limitations and Normal Procedures 

sections of the airplane flight manual to 

advise the flightcrew of certain 

operating restrictions for airplanes 

equipped with an automated center tank 

fuel pump shutoff control. Additionally, 

that NPRM proposed to require a 

revision to the Airworthiness 

Limitations (AWL) section of the 

Instructions for Continued 

Airworthiness (ICA) to incorporate AWL 

No. 28–AWL–19 and No. 28–AWL–23. 

That NPRM also proposed to require 

installation of a secondary control relay 

for the electrical control circuit of each 

of the two center tank fuel boost pumps. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS