Federal Register / Vol. 76, No. 66 / Wednesday, April 6, 2011 / Proposed Rules 18957 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0515; Directorate 

Identifier 2009–NM–196–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2C10 (Regional Jet 

Series 700, 701 & 702), Model CL–600– 

2D15 (Regional Jet Series 705), and 

Model CL–600–2D24 (Regional Jet 

Series 900) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. 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: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

* * * * * 

The loss of an acoustic panel during 

rejected take-off or emergency landing 

load conditions could leave debris on 

the runway. This debris, if not removed, 

creates an unsafe condition for other 

airplanes during take-off or landing, as 

those airplanes could impact debris on 

the runway and sustain damage. 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 May 23, 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 

W12–40, 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., 400 Coˆte-Vertu Road West, Dorval, 

Que ́bec H4S 1Y9, Canada; telephone 

514–855–5000; fax 514–855–7401; email thd.crj@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, 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–2010–0515; Directorate Identifier 

2009–NM–196–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 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

May 18, 2010 (75 FR 27665). That 

earlier NPRM proposed to require 

actions intended to address the unsafe 

condition for the products listed above. 

In paragraph (f)(2) of the original 

NPRM, we referred to Task 05–51–27– 

210–801 of Part 2, Volume 1, of the 

Bombardier CRJ Series Regional Jet 

Aircraft Maintenance Manual (AMM), 

CSP B–001, Revision 28, dated January 

20, 2009, as a source of information for 

doing the inspection of the transcowl 

assembly. Revision 28 of the AMM does 

not include the inspection. We have 

revised paragraph (h) of the 

supplemental NPRM (referenced as 

paragraph (f)(2) in the original NPRM) to 

specify the inspection procedure. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2009–33, 

dated July 28, 2009 (referred to after this 

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

condition for the specified products. 

The MCAI states: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

This directive mandates inspection, repair 

(if necessary) and reinforcement of the 

transcowl assemblies. 

The loss of an acoustic panel during 

rejected take-off or emergency landing 

load conditions could leave debris on 

the runway. This debris, if not removed, 

creates an unsafe condition for other 

airplanes during take-off or landing, as 

those airplanes could impact debris on 

the runway and sustain damage. The 

inspection is a detailed visual 

inspection of the outboard edge of the 

transcowl joint extrusion for evidence of 

cracking. The repair consists of doing an 

eddy current or liquid penetrant 

inspection for cracking, and depending 

on the results, either removing the 

affected joint extrusion area and 

replacing with packers, or contacting 

Bombardier for repair instructions and 

doing the repair. The reinforcement of 

the transcowl assemblies includes 

installing new support channels. You 

may obtain further information by 

examining the MCAI in the AD docket. 


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18958 Federal Register / Vol. 76, No. 66 / Wednesday, April 6, 2011 / Proposed Rules 

Relevant Service Information 

Bombardier has issued Service 

Bulletin 670BA–78–008, Revision B, 

dated December 22, 2010; and Service 

Bulletin 670SH–78–029, Revision C, 

dated November 10, 2010. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

Comments 

We have considered the following 

comments received on the earlier 

NPRM. 

Requests To Refer to Latest Task 

Revision of AMM 

Comair, Inc. (Comair) and Mesa 

Airlines (Mesa) both requested that we 

include the latest revision of the AMM 

task or a statement to account for the 

current AMM release for the task 

proposed in the original NPRM. Comair 

explained that the latest AMM task 

revisions are at Revisions 29 and 30, 

and Mesa explained that the AMM task 

is up to Revision 31, dated March 20, 

2010. 

We partially agree with the request to 

refer to the latest revision of the AMM 

task. We agree that later revisions of the 

AMM task are more appropriate to the 

actions proposed in the original NPRM. 

However, instead of referring to the 

latest revisions of the AMM task in the 

supplemental NPRM, we have revised 

paragraph (h) of the supplemental 

NPRM to spell out the required actions, 

thus eliminating the need to request an 

alternative method of compliance 

(AMOC) every time the AMM is 

updated. A reference to Revision 34, 

dated November 20, 2010, to the AMM 

task as an additional source of guidance 

is provided in Note 1 of the 

supplemental NPRM. 

Request To Require Only Part 3 of the 

AMM Task 

Comair requested that we revise the 

original NPRM to refer only to Part 3 of 

AMM Task 05–51–27–210–810. Comair 

reasoned that Part 1 and Part 2 do not 

pertain to the subject of the unsafe 

condition addressed by the original 

NPRM and should not be mandated 

through the AD process. 

We assume Comair is referring to 

AMM Task 05–51–27–201–801. While 

we disagree with the request to refer to 

‘‘Procedure—Part 3,’’ in the required 

actions in the supplemental NPRM, we 

have included this reference in Note 1 

of the Supplemental NPRM. As 

discussed above, the supplemental 

NPRM specifies the required actions 

instead of referring to a specific AMM 

task revision, thus eliminating the need 

for section identification as new 

revisions to the AMM are released. We 

have not revised the supplemental 

NPRM in this regard. 

Request To Define High-Energy Stop 

(HES) or Rejected Take-Off (RTO) 

Comair requested that we define the 

terms HES and RTO in the original 

NPRM because inspections should not 

be mandated if the RTO/HES occurs 

outside certain parameters. Comair 

explained that an RTO might occur at 

any speed and not require any braking 

or deployment of the thrust reverser. 

Comair stated that Revision 30 of AMM 

Task 05–51–27–210–807, defines when 

the joint extrusion of the transcowl 

assemblies need to be inspected as 

follows: 

• If an RTO occurs and thrust 

reversers are deployed above 68% N1. 

• If during an HES, the thrust 

reversers are deployed above 68% N1. 

We infer that Comair is referring to 

AMM Task 05–51–27–210–801, which 

calls out the conditions to proceed, as 

Comair suggests, in Part 3 of the AMM 

task, ‘‘Examination of the Joint Extrusion 

of the Transcowl Assemblies.’’ We agree 

with the request to define RTO and HES 

for the reasons Comair stated. We have 

revised paragraph (h) of the 

supplemental NPRM (paragraph (f)(2) of 

the original NPRM) accordingly. 

Request for Inclusion of PostServiceable Part Numbers 

Mesa requested that we revise the 

original NPRM to include postserviceable part numbers KCN624– 

2003–4, –6, or –8. 

We agree to include post-serviceable 

part numbers KCN624–2003–4, –6, or –8 

in the supplemental NPRM. Part 

numbers KCN624–2003–4, –6, and –8 

are listed in paragraph 1.N., 

‘‘Relationship Chart,’’ of Bombardier 

Service Bulletin 670SH–78–029, 

Revision C, dated November 10, 2010, 

which is an additional source of service 

information for the actions specified in 

Bombardier Service Bulletin 670BA–78– 

008, Revision B, dated December 22, 

2010. We have revised paragraph 

(g)(1)(i) of the supplemental NPRM 

accordingly. 

Request for Inclusion of Credit Service 

Information 

Mesa requested that we revise 

paragraphs (f)(1)(ii), (f)(3), (f)(4), and 

(f)(5) of the original NPRM to include 

Bombardier Service Bulletin 670SH–78– 

029, dated July 3, 2008; Revision A, 

dated June 30, 2009; and Revision B, 

dated November 25, 2009; as a source of 

service information. 

We agree to revise the supplemental 

NPRM to give credit to those operators 

who have done the actions in 

accordance with Bombardier Service 

Bulletin 670SH–78–029, dated July 3, 

2008; Revision A, dated June 30, 2009; 

and Revision B, dated November 25, 

2009. We have revised paragraph (i) of 

the supplemental NPRM (paragraph 

(f)(4) of the original NPRM), 

accordingly. Paragraphs (g)(2), (i), and 

(k) of the supplemental NPRM 

(paragraphs (f)(1)(ii), (f)(3), and (f)(5) of 

the original NPRM) refer to the latest 

revisions of the service information. 

While Mesa and Bombardier referred to 

Bombardier Service Bulletin 670SH–78– 

029, Revision A, dated July 29, 2009, 

June 30, 2009, is the appropriate date for 

Revision A of Bombardier Service 

Bulletin 670SH–78–029. 

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. 

Certain changes described above 

expand the scope of the earlier NPRM. 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this proposed 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 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. 

Explanation of Additional Paragraph in 

the Supplemental NPRM 

We have added a new paragraph (f) to 

this supplemental NPRM to clarify the 

responsibility for performing the 


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proposed actions within the specified 

compliance times. We have re-identified 

subsequent paragraphs accordingly. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 361 products of U.S. 

registry. We also estimate that it would 

take about 8 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 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 $245,480, or $680 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

between 4 and 8 work-hours and require 

parts costing $0, for a cost between $340 

and $680 per product. We have no way 

of determining the number of products 

that may need these actions. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not 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. 

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 adding 

the following new AD: 

Bombardier, Inc.: Docket No. FAA–2010– 

0515; Directorate Identifier 2009–NM– 

196–AD. 

Comments Due Date 

(a) We must receive comments by May 23, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the airplanes 

identified in paragraphs (c)(1) and (c)(2) of 

this AD, certificated in any category. 

(1) Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, serial numbers 10003 through 

10265 inclusive. 

(2) Bombardier, Inc. Model CL–600–2D15 

(Regional Jet Series 705) and Model CL–600– 

2D24 (Regional Jet Series 900) airplanes, 

serial numbers 15001 through 15192 

inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

* * * * * 

The loss of an acoustic panel during 

rejected take-off or emergency landing load 

conditions could leave debris on the runway. 

This debris, if not removed, creates an unsafe 

condition for other airplanes during take-off 

or landing, as those airplanes could impact 

debris on the runway and sustain damage. 

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. 

Inspection, Repair, and Reinforcement 

(g) Within 5,000 flight hours or 24 months 

after the effective date of this AD, whichever 

occurs first, inspect for the part number and 

serial number of each transcowl assembly, 

and, as applicable, the repair status of each 

transcowl assembly. 

(1) If all transcowl assemblies installed on 

any airplane meet one of the conditions 

listed in paragraph (g)(1)(i), (g)(1)(ii), or 

(g)(1)(iii) of this AD, no further action is 

required by this AD, except paragraphs (h) 

and (k) of this AD must be complied with. 

(i) Having part number (P/N) KCN624– 

2003–3, –4, –5, –6, –7, or –8, as listed in 

Bombardier Service Bulletin 670SH–78–029, 

Revision C, dated November 10, 2010. 

(ii) Having P/Ns CN624–2001–XXX or 

KCN624–2001–X (XXX and X mean various 

dash numbers), with serial number (S/N) 

SB0965 or higher. 

(iii) Having P/Ns CN624–2001–XXX or 

KCN624–2001–X (XXX and X mean various 

dash numbers), and repaired in accordance 

with one of the Bombardier repair 

engineering orders (REOs) listed in paragraph 

1.D. of Bombardier Service Bulletin 670BA– 

78–008, Revision B, dated December 22, 

2010; or paragraph 1.A. of Bombardier 

Service Bulletin 670SH–78–029, Revision C, 

dated November 10, 2010. 

(2) If one or more of the transcowl 

assemblies have P/N CN624–2001–XXX or 

KCN624–2001–X (XXX and X mean various 

dash numbers), with S/N SB0964 or lower, 

and have not been repaired in accordance 

with one of the Bombardier REOs listed in 

paragraph 1.D. of Bombardier Service 

Bulletin 670BA–78–008, Revision B, dated 

December 22, 2010; or paragraph 1.A. of 

Bombardier Service Bulletin 670SH–78–029, 

Revision C, dated November 10, 2010; do the 

actions specified in paragraph (i) of this AD. 

(h) As of the effective date of this AD, if 

any high-energy stop occurs and the thrust 

reversers are deployed above 68% N1; or if 

a rejected take-off (RTO) occurs and the 

thrust reversers are deployed above 68% N1; 

perform a detailed inspection for cracks of 

each transcowl assembly (left, right, upper, 

and lower) before further flight, by doing the 

actions specified in paragraphs (h)(1), (h)(2), 

and (h)(3) of this AD. Doing the requirements 

of paragraph (i) of this AD terminates the 

requirements of paragraph (h) of this AD. 

(1) Open the cowling on the left and right 

engines. 


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(2) Do a detailed inspection for cracks of 

the joint extrusion of the upper and lower 

transcowl assembly on the left and right 

engines at the location of the joint piece. If 

no cracks are found, close the cowlings on 

the left and right engines. 

(3) If any crack is found on one or more 

transcowl assemblies during the inspection 

required by paragraph (h)(2) of this AD, 

before further flight, repair and reinforce the 

cracked part(s) in accordance with paragraph 

(i)(1) of this AD. 

Note 1: Procedure-Part 3 of Task 05–51– 

27–210–801 of Part 2, Volume 1, of the 

Bombardier CRJ Series Regional Jet AMM, 

CSP B–001, Revision 34, dated November 20, 

2010, gives guidance for opening and closing 

the cowling on the left and right engines. 

(i) For transcowl assemblies identified in 

paragraph (g)(2) of this AD: Except as 

required by paragraph (h) of this AD, within 

5,000 flight hours or 24 months after the 

effective date of this AD, whichever comes 

first, do a detailed inspection for cracking on 

each transcowl assembly, in accordance with 

the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–78–008, 

Revision B, dated December 22, 2010; or 

Bombardier Service Bulletin 670SH–78–029, 

Revision C, dated November 10, 2010. 

Accomplishment of the actions specified in 

paragraph (i)(1) or (i)(2) of this AD for all 

transcowl assemblies identified in paragraph 

(g)(2) of this AD terminates the requirements 

of paragraph (h) of this AD. 

(1) If any cracking of the joint extrusion is 

found, before further flight, repair and 

reinforce the joint extrusion on each 

transcowl assembly, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–78–008, Revision B, 

dated December 22, 2010; or Bombardier 

Service Bulletin 670SH–78–029, Revision C, 

dated November 10, 2010. 

(2) If no cracking is found, before further 

flight, reinforce the joint extrusion on each 

transcowl assembly, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–78–008, Revision B, 

dated December 22, 2010; or Bombardier 

Service Bulletin 670SH–78–029, Revision C, 

dated November 10, 2010. 

Credit for Actions Accomplished in 

Accordance with Previous Service 

Information 

(j) Inspections, repairs, and reinforcement 

of the joint extrusion on each transcowl is 

also acceptable for compliance with the 

corresponding requirements of paragraph (i) 

of this AD if done before the effective date 

of this AD in accordance with the service 

information listed in table 1 of this AD. 

TABLE 1—SERVICE INFORMATION

Document Revision Date 

Bombardier Service Bulletin 670BA–78–008 ....................................................... Original .................................................. September 19, 2008. 

Bombardier Service Bulletin 670BA–78–008 ....................................................... A ............................................................ July 10, 2009. 

Bombardier Service Bulletin 670SH–78–029 ....................................................... Original .................................................. July 3, 2008. 

Bombardier Service Bulletin 670SH–78–029 ....................................................... A ............................................................ June 30, 2009. 

Bombardier Service Bulletin 670SH–78–029 ....................................................... B ............................................................ November 25, 2009. 

Parts Installation 

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

replacement or spare transcowl assembly 

having P/N CN624–2001–XXX or KCN624– 

2001–X (XXX and X mean various dash 

numbers), with S/N SB0964 or lower, may be 

installed on any airplane, except for a 

transcowl assembly on which any repair 

listed in paragraph 1.D. of Bombardier 

Service Bulletin 670BA–78–008, Revision B, 

dated December 22, 2010, or paragraph 1.A. 

of Bombardier Service Bulletin 670SH–78– 

029, Revision C, dated November 10, 2010, 

has been done; and except for a transcowl 

that has been inspected as specified in 

paragraph (i) of this AD and all applicable 

actions specified in paragraph (i)(1) or (i)(2) 

of this AD, as applicable, have been done. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office, 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, 1600 Stewart Avenue, Suite 40, 

Westbury, N.Y. 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 FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

Related Information 

(m) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–33, dated July 28, 2009; 

Bombardier Service Bulletin 670BA–78–008, 

Revision B, dated December 22, 2010; and 

Bombardier Service Bulletin 670SH–78–029, 

Revision C, dated November 10, 2010; for 

related information. 

Issued in Renton, Washington, on March 

24, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–8197 Filed 4–5–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0264; Directorate 

Identifier 2009–NM–244–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model C4–605R 

Variant F Airplanes (Collectively Called 

A300–600 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: 

[T]he FAA has published SFAR 88 (Special 

Federal Aviation Regulation 88). * * * 

Under this regulation, all holders of type 

certificates for passenger transport aeroplanes 

* * * are required to conduct a design 

review against explosion risks. The 

replacement of some types of P-clips and 


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