18024 Federal Register / Vol. 76, No. 63 / Friday, April 1, 2011 / Rules and Regulations 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–07–04 The Boeing Company: 

Amendment 39–16641; Docket No. 

FAA–2010–0958; Directorate Identifier 

2010–NM–188–AD. 

Effective Date 

(a) This AD is effective May 6, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model DC–9–14, DC–9–15, DC–9– 

15F, DC–9–21, DC–9–31, DC–9–32, DC–9–32 

(VC–9C), DC–9–32F, DC–9–32F (C–9A), DC– 

9–32F (C9–B), DC–9–33F, DC–9–34, DC–9– 

34F, DC–9–41, and DC–9–51 airplanes, 

certificated in any category; as identified in 

Boeing Service Bulletin DC9–28–217, 

Revision 1, dated August 12, 2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD was prompted by fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent the potential 

of ignition sources inside fuel tanks, which 

in combination with flammable fuel vapors, 

could result in fuel tank explosions and 

consequent loss of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Installation 

(g) Within 60 months after the effective 

date of this AD: Install new in-line fuses for 

the fuel level float switch and new in-line 

fuses for the pressure switch, as applicable; 

and change the wiring; on the left and right 

wing forward spars, center wing forward 

spar, forward auxiliary fuel tank, and aft 

auxiliary fuel tank, as applicable; in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin DC9– 

28–217, Revision 1, dated August 12, 2010. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(h) Actions done before the effective date 

of this AD in accordance with Boeing Service 

Bulletin DC9–28–217, dated December 1, 

2009, are acceptable for compliance with the 

requirements of paragraph (g) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(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. 

Related Information 

(j) For more information about this AD, 

contact Samuel Lee, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, Los 

Angeles ACO, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; phone: 

562–627–5262; fax: 562–627–5210; e-mail: 

Samuel.Lee@faa.gov. 

Material Incorporated by Reference 

(k) You must use Boeing Service Bulletin 

DC9–28–217, Revision 1, dated August 12, 

2010, 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 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. 

(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 an NARA facility, 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 

14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6633 Filed 3–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0436; Directorate 

Identifier 2009–NM–230–AD; Amendment 

39–16643; AD 2011–07–06] 

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 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: 

* * * There have recently been several inservice occurrences that have highlighted the 

inability of the existing [wing anti-ice] 

system to detect a low-heat condition in the 

wing leading edge at all times, with the 

potential consequence of unannunciated 

asymmetric ice build-up on the wing. * * * 


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Such a condition, in combination with 

maneuvers close to stick shaker activation, 

could possibly result in reduced 

controllability of the aircraft. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of May 6, 2011. 

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, 

Avionics and Flight Test Branch, ANE– 

172, FAA, New York Aircraft 

Certification Office (ACO), 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 May 10, 2010 (75 FR 25788). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

At present, the Wing Anti-Ice System 

(WAIS) sufficient heat switches/sensors on 

CL–600–2B19 aircraft are located at the 

inboard end of each wing and require a 

simultaneous low-pressure signal to generate 

a L or R WING A/ICE amber caution. 

However, there have recently been several inservice occurrences that have highlighted the 

inability of the existing system to detect a 

low-heat condition in the wing leading edge 

at all times, with the potential consequence 

of unannunciated asymmetric ice build-up 

on the wing. These have included partial 

failure of several piccolo ducts [ref: 

Airworthiness Directive (AD) CF–2008–30] 

and partial (not fully closed or open) failure 

of a modulating and shut-off valve, the latter 

resulting in unannunciated asymmetric ice 

build-up on the wing leading edge. Such a 

condition, in combination with maneuvers 

close to stick shaker activation, could 

possibly result in reduced controllability of 

the aircraft. 

This directive mandates: 

(a) Revision of the Airplane Flight Manual 

(AFM) to notify the flight crew that, 

following installation and activation of the 

low-heat detection switches, certain WAIS 

mode selection changes may result in a twominute inhibition of the wing anti-ice 

message, if posted; 

(b) Revision of the approved maintenance 

schedule to include one revised and three 

new functional checks that are required 

following activation of the low-heat detection 

switches; 

(c) Replacement of the Data Concentrator 

Units (DCUs) with DCUs incorporating a 

software update that caters for the new 

outboard low-heat detection switches and 

generates the appropriate anti-ice message for 

the flight crew when a low-heat condition is 

detected; 

Note: Although not related to this 

directive, the software update also corrects 

the sampling rate of two previously noncompliant Flight Data Recorder (FDR) 

parameters, normal acceleration and pitch 

attitude. 

(d) Installation of the low-heat detection 

switches in the wing outboard leading edges, 

the wing A/ICE box assembly and associated 

wires; and 

(e) Activation of the low-heat detection 

switches. 

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 comments received. 

Support for the NPRM 

Air Line Pilots Association, 

International (ALPA) stated that it 

agrees that all reasonable steps should 

be taken to avoid reduced controllability 

while operating in icing conditions. 

ALPA stated that it supports the NPRM, 

but also encouraged the FAA to 

implement it as soon as possible to 

enable full compliance before winter. 

Requests To Revise Costs of Compliance 

Limited Brands and Air Wisconsin 

requested that we revise the costs of 

compliance. Limited Brands disagreed 

with the estimate of 21 work-hours and 

the cost of $1,785 per product to comply 

with the proposed AD. Limited Brands 

stated that the modification of the data 

concentrator unit (DCU), as required by 

paragraph (g)(3) of the NPRM, costs 

$1,200, the installation required by 

paragraph (g)(4) of the NPRM costs 

$3,300, and additional labor costs are 

$25,000, which brings the actual cost to 

$30,000 per airplane. Air Wisconsin 

stated it calculated that the costs are 

$600 for each of the two upgrades, 

$2,570 for other required parts, and 70 

work-hours—for a total of $9,720 per 

airplane. 

We agree to revise the Costs of 

Compliance section of this AD. We have 

based our cost estimate on the service 

information and information from the 

manufacturer, and have calculated the 

costs for complying with the AD as 

follows: 2 work-hours for revising the 

Limitations section of the AFM and the 

ALI; 3 work-hours for replacing the 

DCU; 72 work-hours for installing the 

switches, assemblies, and wires; and 4 

work-hours for activating the switches. 

We also calculated $4,500 for parts. We 

revised the Costs of Compliance section 

of this AD accordingly. 

Request To Clarify the Modification to 

the Wing Leading Edges 

Air Wisconsin requested clarification 

regarding the modification of the wing 

leading edges. Air Wisconsin noted that 

the effectivity is against the airplane 

models but Bombardier Service Bulletin 

601R–30–031, Revision D, dated 

February 3, 2010, specifies modifying 

the leading edges, which was not 

addressed in the NPRM. Air Wisconsin 

noted that, if a non-modified spare 

leading edge is installed, there could be 

cause for confusion. 

We agree to provide clarification. The 

actions required by paragraph (g)(4) of 

this AD include modifying the leading 

edges. 

Request To Revise the Compliance 

Time for Requirements of Paragraph 

(g)(2) of the NPRM for Task C30–10– 

141–01 

Mesa Airlines requested that we 

clarify the requirements of paragraph 

(g)(2) of the NPRM for Task C30–10– 

141–01. Mesa Airlines stated that on 

page 2A–11 of Appendix A of Part 2 of 

the Bombardier CL–600–2B19 

Maintenance Requirement Manual 

(MRM), Task C30–10–141–10 provides 

the functional check of the wing anti-ice 

standby overheat switches and 

overheat/sufficient heat sensors and 

associated circuitry with an interval of 

6,000 flight hours. Mesa Airlines stated 

that page 1–2–35 of Section 2 of Part 1 

of the Bombardier CL–600–2B19 

Maintenance Review Board (MRB) 

Report, Task 30–12–12–01, ‘‘Functional 

check of the wing anti-ice overheat 

sensors (duplicate Certification 

Maintenance Requirements (CMR) C30– 

10–141–01),’’ provides a compliance 

time of 4,000 flight hours. Mesa Airlines 

also stated that page 1–1–6 of Section 1 

of Part 1 of the Bombardier CL–600– 

2B19 MRM states the following in Note 

15: ‘‘This task has a duplicate CMR 

requirement. Refer to Maintenance 

Requirements Manual, CSP–A–053, Part 

2, Appendix A, for identification of 

specific requirements regarding 

handling of CMRs. Where the CMR 

interval for an MRB report task is more 

restrictive, the CMR interval takes 

precedence. When the interval for an 

MRB report task is more restrictive, the 


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MRB report task interval will take 

precedence.’’ 

Mesa Airlines asked that we clarify 

the NPRM as to which interval needs to 

be tracked—6,000 flight hours or 4,000 

flight hours. 

We agree to clarify. The intent of the 

AD is to introduce the CMR tasks that 

are associated with the new switches. 

CMR Task C30–10–141–01 was 

inadvertently mandated in Canadian AD 

CF–2009–37 and was carried over into 

the NPRM. The MRB group is currently 

looking into harmonizing these task 

intervals. Therefore, we have removed 

CMR Task C30–10–141–01 from Table 1 

of this final rule. 

Request To Clarify Required Service 

Information 

Air Wisconsin requested that we 

clarify the name of the service 

information in paragraph (g)(2) of the 

NPRM. Air Wisconsin stated that 

paragraph (g)(2) of the NPRM refers to 

‘‘Airworthiness Limitations 

Instructions.’’ Air Wisconsin asked if it 

should instead be ‘‘Bombardier CL–600– 

2B19 Maintenance Requirements 

Manual (MRM), Appendix A, 

Certification Maintenance Requirements 

(CMR).’’ 

We agree with the commenter’s 

suggested service information citation. 

We have changed paragraph (g)(2) of 

this final rule accordingly. 

Request To Revise Compliance Time in 

Table 1 of the NPRM 

Air Wisconsin requested that we 

revise the compliance time in Table 1 of 

the NPRM. Air Wisconsin stated that 

under the column heading ‘‘Initial 

Compliance Time (whichever occurs 

later)’’ for Tasks C30–10–141–03, C30– 

10–141–05, and C30–10–141–07 in 

Table 1, the compliance time under that 

column heading should read ‘‘Before the 

accumulation of 6,000 flight hours, or if 

previously accomplished, within 6,000 

flight hours since last accomplishment, 

whichever comes first.’’ The commenter 

did not provide a reason for these 

suggestions. 

We agree with the commenter’s 

suggested change. The intent of Table 1 

is to establish the initial compliance 

times for accomplishment of the 

specified tasks because only repetitive 

intervals are specified in Bombardier TR 

2A–46, dated July 24, 2009. However, 

we acknowledge that some operators 

might have previously accomplished the 

initial tasks and could be doing those 

tasks repetitively. The commenter’s 

suggested language would provide 

credit for earlier accomplishment of the 

tasks for those operators. We have 

revised Table 1 to include the language 

suggested by the commenter. 

Request To Remove Note 3 of the NPRM 

Air Wisconsin requested to remove 

Note 3 from the NPRM. Air Wisconsin 

stated that the inspection requirements 

in Bombardier Temporary Revision (TR) 

2A–46, dated July 24, 2009, are already 

contained in the general revision of the 

MRM, specifically, Revision 9, dated 

December 10, 2009. Air Wisconsin 

stated that this updated general revision 

makes Note 3 irrelevant and, therefore, 

the note should be removed. 

We disagree. The note is necessary to 

keep operators in compliance when the 

TR is incorporated into general 

revisions. Operators that have a revision 

of the MRM that contains the 

information in Bombardier TR 2A–46 

are in compliance. We have not changed 

the final rule in regard to this issue. 

Request To Remove Note 4 of the NPRM 

Air Wisconsin requested we remove 

Note 4 from the NPRM. Air Wisconsin 

stated this note is not pertinent to the 

content of the NPRM because Task 30– 

11–41–820–801 is not part of 

Bombardier Service Bulletin 601R–30– 

031, Revision D, dated February 3, 2010, 

and should be removed. 

We disagree. Task 30–11–41–820–801 

is pertinent to this AD because it is part 

of the Bombardier CRJ Series Regional 

Jet Aircraft Maintenance Manual, and it 

provides guidance to correct alignment 

of the piccolo ducts since a small 

number of cases have been reported in 

which they were found to have been 

installed in the opposing wing, resulting 

in the incorrect orientation of the bleed 

holes. One of the requirements of this 

AD is to install the low-heat direction 

switches in the wing outboard leading 

edges. This task requires particular 

attention to the correct alignment of the 

piccolo ducts after the installation of the 

low-heat detection switches. We have 

not changed the final rule in regard to 

this issue. 

Request To Revise Compliance Time for 

Requirements of Paragraph (g)(5) of the 

NPRM 

Air Wisconsin, Mesaba Airlines, and 

Mesa Airlines requested that we revise 

the compliance time for activating the 

outboard low-heat detection switches, 

as proposed by paragraph (g)(5) of the 

NPRM. Air Wisconsin requested that 

incorporating the procedures specified 

in Part F of the Accomplishment 

Instructions of Bombardier Service 

Bulletin 601R–30–031, Revision D, 

dated February 3, 2010, should be 

performed at the next heavy 

maintenance visit, provided that parts 

(kits) are available. Air Wisconsin stated 

that it has scheduled these tasks to be 

completed by the end of December 

2011. Mesaba Airlines requested that 

the compliance time in paragraph (g) of 

the NPRM be revised from 11 months to 

5,000 flight hours after the effective date 

of this AD. Mesaba Airlines stated that 

the 11-month compliance time for the 

modification will result in extended 

downtime and cause interruptions. 

Mesa Airlines stated that it agrees with 

Mesaba Airlines’ request to change the 

compliance time from months to hours. 

We disagree. In developing the 

compliance time for this AD action, we 

considered not only the safety 

implications of the identified unsafe 

condition, but the average utilization 

rate of the affected fleet, the practical 

aspects of an orderly modification of the 

fleet during regular maintenance 

periods, the availability of required 

parts, and the time necessary for the 

rulemaking process. The proposed 

compliance time, which is based on the 

effective date of the final rule, was 

determined to be appropriate. However, 

under the provisions of paragraph (h) of 

the final rule, we will consider requests 

for approval of an extension of the 

compliance time if sufficient data are 

submitted to substantiate that the 

change would provide an acceptable 

level of safety. We have not changed the 

final rule in regard to this issue. 

Clarification of Changes to This AD 

We have revised paragraph (e) of this 

AD by removing some text and retaining 

only the text that applies to the Reason 

section of this AD. 

In addition, we have removed 

paragraph (h)(3) of the NPRM because 

this AD does not contain a reporting 

requirement. 

Conclusion 

We reviewed the available data, 

including the comments 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 


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provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD affects 599 

products of U.S. registry. We also 

estimate that it takes about 81 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Parts cost $4,500 per product. Based on 

these figures, we estimate the cost of 

this AD to the U.S. operators to be 

$6,819,615, or $11,385 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2011–07–06 Bombardier, Inc.: Amendment 

39–16643. Docket No. FAA–2010–0436; 

Directorate Identifier 2009–NM–230–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 6, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Bombardier, Inc. 

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

& 440) airplanes, certificated in any category, 

serial numbers 7003 through 8101 inclusive. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance according 

to paragraph (h)(1) of this AD. The request 

should include a description of changes to 

the required inspections that will ensure the 

continued operational safety of the airplane. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 30 and 31: Ice and rain 

protection, and instruments, respectively. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

* * * There have recently been several inservice occurrences that have highlighted the 

inability of the existing [wing anti-ice] 

system to detect a low-heat condition in the 

wing leading edge at all times, with the 

potential consequence of unannunciated 

asymmetric ice build-up on the wing. * * * 

Such a condition, in combination with 

maneuvers close to stick shaker activation, 

could possibly result in reduced 

controllability 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. 

Actions 

(g) Do the following actions. 

(1) Within 30 days after the effective date 

of this AD, revise the Limitations and Normal 

Procedures sections of the Canadair Regional 

Jet Airplane Flight Manual (AFM), CSP A– 

012, to include the information in Canadair 

(Bombardier) Temporary Revision (TR) RJ/ 

164–2, dated May 14, 2009. This TR 

introduces procedures for operation in icing 

conditions. Operate the airplane according to 

the limitations and procedures in this TR. 

Note 2: This may be done by inserting a 

copy of Canadair (Bombardier) TR RJ/164–2, 

dated May 14, 2009, into the AFM. When this 

TR has been included in general revisions of 

the AFM, the general revisions may be 

inserted in the AFM, provided the relevant 

information in the general revision is 

identical to that in Canadair (Bombardier) TR 

RJ/164–2, dated May 14, 2009. 

(2) Within 30 days after the effective date 

of this AD, revise the maintenance program 

by incorporating the inspection requirements 

for Tasks C30–10–141–03, C30–10–141–05, 

and C30–10–141–07, contained in 

Bombardier TR 2A–46, dated July 24, 2009, 

into Appendix A, ‘‘Certification Maintenance 

Requirements,’’ of Part 2 of the Bombardier 

CL–600–2B19 Maintenance Requirements 

Manual (MRM). The initial compliance times 

for the tasks identified in Bombardier TR 2A– 

46, dated July 24, 2009, are specified in Table 

1 of this AD. 

Note 3: The actions required by paragraph 

(g)(2) of this AD may be done by inserting a 

copy of Bombardier TR 2A–46, dated July 24, 

2009, into the Bombardier CL–600–2B19 

MRM. When this TR has been included in 

general revisions of the MRM, the general 

revisions may be inserted into the MRM, 

provided the relevant information in the 

general revision is identical to that in 

Bombardier TR 2A–46, dated July 24, 2009. 


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18028 Federal Register / Vol. 76, No. 63 / Friday, April 1, 2011 / Rules and Regulations 

TABLE 1—INITIAL COMPLIANCE TIMES FOR TASKS IN BOMBARDIER TR 2A–46 

Task Applicability Initial compliance time (whichever occurs later) 

C30–10–141–03 ...... Airplanes on which Modification Summary TC601R17494 or actions specified in Bombardier Service Bulletin 

601R–30–031 have been done.

Before the accumulation of 6,000 total 

flight hours; or if accomplished previously, within 6,000 flight hours 

since this task was last accomplished.

Within 5 flight hours or 30 days after 

the effective date of this AD, whichever occurs later. 

C30–10–141–05 ...... Airplanes with outboard sufficient heat 

switches installed in accordance with 

Modification Summary 

TC601R17494 or actions specified 

in Bombardier Service Bulletin 

601R–30–031 have been done.

Before the accumulation of 6,000 total 

flight hours; or if accomplished previously, within 6,000 flight hours 

since this task was last accomplished.

Within 5 flight hours or 30 days after 

the effective date of this AD, whichever occurs later. 

C30–10–141–07 ...... Airplanes with outboard sufficient heat 

switches installed in accordance with 

Modification Summary 

TC601R17494 or actions specified 

in Bombardier Service Bulletin 

601R–30–031 have been done.

Before the accumulation of 6,000 total 

flight hours; or if accomplished previously, within 6,000 flight hours 

since this task was last accomplished.

Within 5 flight hours or 30 days after 

the effective date of this AD, whichever occurs later. 

(3) For airplanes having S/Ns 7003 through 

8095 inclusive: Before or concurrently with 

accomplishing the actions required by 

paragraph (g)(5) of this AD: Replace any data 

concentrator units (DCUs) having part 

number (P/N) 622–9820–007, 622–9820–008, 

or 622–9820–009 with modified DCUs having 

P/N 622–9820–010, and, if applicable, 

modify the configuration strapping units 

(CSUs), in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–31–034, Revision A, 

dated April 10, 2008. 

(4) Before or concurrently with 

accomplishing the actions required by 

paragraph (g)(5) of this AD: Install the 

outboard low-heat detection switches, and 

wing A/ICE box assembly and its associated 

wires, in accordance with the 

Accomplishment Instructions of Parts A, C, 

D, and E of Bombardier Service Bulletin 

601R–30–031, Revision D, dated February 3, 

2010. 

Note 4: A small number of cases have been 

reported in which piccolo ducts were found 

to have been installed in the opposite wing, 

resulting in the incorrect orientation of the 

bleed holes. During reinstallation of the 

piccolo ducts and leading edge assemblies 

after installing the low-heat detection 

switches, particular attention should be paid 

to the correct alignment of the piccolo ducts. 

Guidance can be found in Task 30–11–41– 

820–801 of the Canadair CRJ Series Regional 

Jet Aircraft Maintenance Manual. 

(5) Within 11 months after the effective 

date of this AD: Activate the outboard lowheat detection switches in accordance with 

Part F of the Accomplishment Instructions of 

Bombardier Service Bulletin 601R–30–031, 

Revision D, dated February 3, 2010. 

(6) Actions accomplished in accordance 

with the service information specified in 

Table 2 of this AD, before the effective date 

of this AD, are acceptable for compliance 

with the corresponding actions required by 

paragraphs (g)(4) and (g)(5) of this AD. 

TABLE 2—ACCEPTABLE SERVICE INFORMATION

Bombardier Service Bulletin— Revision— Dated— 

601R–30–031 .............................................................................. Original ...................................................................... May 15, 2009. 

601R–30–031 .............................................................................. A ................................................................................ September 8, 2009. 

601R–30–031 .............................................................................. B ................................................................................ October 28, 2009. 

601R–30–031 .............................................................................. C ............................................................................... December 23, 2009. 

(7) Replacing DCUs P/N 622–9820–007, 

622–9820–008, or 622–9820–009 with 

modified DCUs having P/N 622–9820–010, 

and modifying CSUs, are also acceptable for 

compliance with the requirements of 

paragraph (g)(3) of this AD if done before the 

effective date of this AD, in accordance with 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–30–034, dated 

November 19, 2007. 

FAA AD Differences 

Note 5: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI specifies to include the revised Task 

C30–10–141–01. This AD does not include 

Task 30–10–141–01. This difference has been 

coordinated with TCCA. 

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. 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 ACO, send it 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, 

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 

(i) Refer to MCAI Transport Canada Civil 

Aviation (TCCA) Airworthiness Directive 

CF–2009–37, dated September 30, 2009; and 

the service information specified in Table 3 

of this AD; for related information. 


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Federal Register / Vol. 76, No. 63 / Friday, April 1, 2011 / Rules and Regulations 18029 

TABLE 3—SERVICE INFORMATION

Service information Revision Date 

Bombardier Service Bulletin 601R–30–031 ............................................................................................. D ............................ February 3, 2010. 

Bombardier Service Bulletin 601R–31–034 ............................................................................................. A ............................ April 10, 2008. 

Bombardier Temporary Revision 2A–46 to Appendix A—Certification Maintenance Requirements of 

Part 2 of the Bombardier CL-600–2B19 Maintenance Requirements Manual.

Original .................. July 24, 2009. 

Canadair (Bombardier) Temporary Revision RJ/164–2 to the Canadair Regional Jet Airplane Flight 

Manual CSP A–012.

Original .................. May 14, 2009. 

Material Incorporated by Reference 

(j) You must use the service information 

contained in Table 4 of this AD, 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 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. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

TABLE 4—MATERIAL INCORPORATED BY REFERENCE

Service information Revision Date 

Bombardier Service Bulletin 601R–30–031 ............................................................................................. D ............................ February 3, 2010. 

Bombardier Service Bulletin 601R–31–034 ............................................................................................. A ............................ April 10, 2008. 

Bombardier Temporary Revision 2A–46 to Appendix A—Certification Maintenance Requirements of 

Part 2 of the Bombardier CL–600–2B19 Maintenance Requirements Manual.

Original .................. July 24, 2009. 

Canadair (Bombardier) Temporary Revision RJ/164–2 to the Canadair Regional Jet Airplane Flight 

Manual CSP A–012.

Original .................. May 14, 2009. 

Issued in Renton, Washington, on March 

14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6630 Filed 3–31–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1304; Directorate 

Identifier 2010–NM–254–AD; Amendment 

39–16644; AD 2011–07–07] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Model F.28 Mark 1000, 

2000, 3000, and 4000 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

* * * Under certain conditions, an ignition 

source may develop in the wing tank vapour 

space, due to insufficient clearance between 

the wiring along the Fuel Quantity Tank 

Units (FQTU’s) and the local reinforcing 

structure around the upper skin cut-out. 

This condition, if not corrected, in 

combination with flammable fuel vapours, 

could result in a wing tank explosion and 

consequent loss of the aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

6, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 6, 2011. 

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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on January 5, 2011 (76 FR 482). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

* * * The FAA has published Special Federal 

Aviation Regulation (SFAR) 88, and the [Joint 

Aviation Authorities] JAA has published 

Interim Policy INT/POL/25/12. The design 

review conducted by Fokker Services on the 

Fokker F28 type design in response to these 

regulations revealed that, under certain 

conditions, an ignition source may develop 

in the wing tank vapour space, due to 

insufficient clearance between the wiring 

along the Fuel Quantity Tank Units (FQTU’s) 

and the local reinforcing structure around the 

upper skin cut-out. 

This condition, if not corrected, in 

combination with flammable fuel vapours, 

could result in a wing tank explosion and 

consequent loss of the aeroplane. 

For the reasons described above, this AD 

requires a one-time [detailed] inspection to 

investigate if a clearance of 3 mm (0.12 inch) 

or more is available between the FQTU 


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