Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Rules and Regulations 12363 

corrected several ADAMS accession 

numbers referenced in the December 6, 

2013, direct final rule and delayed the 

effective date of the rule from February 

19, 2014, to March 11, 2014. The NRC 

also published on December 26, 2013 

(78 FR 78285), a document that 

corrected several ADAMS accession 

numbers referenced in the December 6, 

2013, companion proposed rule and 

extended the public comment period 

from January 6, 2014, to January 27, 

2014. 

II. Public Comments on the Companion 

Proposed Rule 

In the corrected direct final rule, the 

NRC stated that if no significant adverse 

comments were received, the direct 

final rule would become effective on 

March 11, 2014. 

The NRC received one comment on 

this amendment, which stated that, 

‘‘[f]uels with a burn-up above 45 GWd/ 

tU cause previously unforeseen safety 

problems and would break existing NRC 

safety rules . . . unless changes are 

made to the way fuel elements are 

packaged.’’ The comment raised general 

concerns with high burn-up spent fuel 

indicating that issues associated with 

high burn-up fuel have been ‘‘ignored 

and remedial action defunded’’ and that 

‘‘. . . the NRC has insufficient data to 

support a licensing position on high 

burn-up cask storage.’’ The public 

comment is available in ADAMS under 

Accession No. ML14028A518. 

The NRC staff reviewed this comment 

and concluded that this comment is not 

a significant adverse comment as 

defined in NUREG–BR–0053, Revision 

6, ‘‘United States Nuclear Regulatory 

Commission Regulations Handbook’’ 

(hereinafter ‘‘Regulations Handbook’’) 

(ADAMS Accession No. ML052720461), 

as it is beyond the scope of this 

rulemaking. Instead, this comment 

raises a generic concern regarding the 

safety of high burn-up fuel and its 

storage in spent fuel storage casks, and 

is not specific to any issue or concern 

with the amendment to the cask 

certificate that is the subject of this 

rulemaking. The ability of the HI– 

STORM 100 Cask System to store high 

burn-up fuel for 20 years was authorized 

in a prior amendment, Amendment No. 

1. The final rule approving that 

amendment was published in the 

Federal Register on July 15, 2002 (67 FR 

46369). This current amendment, 

Amendment No. 9, does not change that 

prior authorization, nor does this 

comment raise any other issue specific 

to the amendment in question. 

Moreover, even if the comment were 

determined to be in scope, it is not a 

‘‘significant’’ comment as defined in the 

Regulations Handbook in that the 

comment does not present any new or 

significant information that warrants a 

substantive response in this notice and 

comment process. The general 

information cited by the commenter is 

not substantive enough to aid the NRC 

in understanding any impact upon the 

NRC’s safety review, the technical 

specifications, or the NRC’s conclusions 

of this particular amendment. 

Furthermore, the commenter’s 

references to presentations regarding the 

storage of high burn-up fuel involve 

ongoing efforts to study high burn-up 

fuel for periods well beyond 20 years. 

However, Amendment No. 1, the prior 

amendment that authorized the storage 

of high burn-up fuel in the HI–STORM 

100 Cask System, only authorized 

storage for 20 years and not beyond. The 

current amendment in question, 

Amendment No. 9, is also limited in 

term for a period of 20 years. The staff 

is considering this issue in our review 

of storage license and certificate renewal 

applications. The NRC is actively 

working with the U.S. Department of 

Energy (DOE), DOE scientific 

laboratories, and the industry, to 

perform additional testing and 

evaluation of the integrity of high burnup fuel when stored for periods well 

beyond 20 years. The NRC expects that 

research, including cask 

demonstrations, cladding failure 

consequence analyses, vibration testing, 

and fuel rod bend tests, will provide 

more cladding material properties data 

regarding the storage of high burn-up 

fuel for extended periods. The NRC 

expects to garner information in this 

area over the next 5 years, and will use 

this information to assess the ongoing 

storage of high burn-up fuel for 

extended periods well beyond 20 years. 

The NRC staff has concluded that 

there would be no significant 

environmental impacts as confirmed in 

Section VII, ‘‘Finding of No Significant 

Environmental Impact: Availability,’’ of 

the direct final rule. This comment does 

not challenge that finding because, as 

the Environmental Assessment 

explained, this amendment to the rule 

will not result in any significant change 

in the types or significant revisions in 

the amounts of any effluent released, no 

significant increase in the individual or 

cumulative radiation exposure, and no 

significant increase in the potential for 

or consequences from radiological 

accidents. This amendment continues to 

ensure that the Commission’s 

regulations regarding dose rates, found 

in 10 CFR part 20, are maintained. 

A challenge to those dose rates, or the 

method by which the Commission 

establishes those dose rates, would be 

most appropriately addressed as a 

petition for rulemaking pursuant to 10 

CFR 2.802. Therefore, this rule will 

become effective as scheduled. 

Dated at Rockville, Maryland, this 28th day 

of February 2014. 

For the Nuclear Regulatory Commission. 

Cindy Bladey, 

Chief, Rules, Announcements, and Directives 

Branch, Division of Administrative Services, 

Office of Administration. 

[FR Doc. 2014–04837 Filed 3–4–14; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0125; Directorate 

Identifier 2013–NM–119–AD; Amendment 

39–17778; AD 2014–05–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 777 

airplanes. This AD requires, for certain 

airplanes, replacing radio altimeter 

transceivers with upgraded units, and, 

for all airplanes, replacing low range 

radio altimeter antennas with new 

antennas. This AD was prompted by 

operator reports of erratic low range 

radio altimeter (LRRA) operation while 

the airplane is airborne. We are issuing 

this AD to prevent adverse system 

responses and flight deck effects that 

could result in loss of controllability of 

the airplane or landing short of the 

runway during landing. 

DATES: This AD is effective March 20, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 20, 2014. 

We must receive comments on this 

AD by April 21, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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– 


sroberts on DSK5SPTVN1PROD with RULES
12364 Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Rules and Regulations 

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, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206– 

766–5680; Internet https:// 

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. 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 by searching for 

and locating Docket No. FAA–2014– 

0125; 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 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: 

Walter Cameron, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6460; fax: (425) 917–6590; email: 

walter.cameron@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received operator reports of 

erratic low range radio altimeter (LRRA) 

operation while the airplane is airborne. 

The symptoms of erratic LRRA can 

include the following: 

• Large differences between captain’s 

and first officer’s radio altitudes or a 

negative altitude in air. 

• ‘‘NO LAND 3’’ or ‘‘NO 

AUTOLAND’’ Engine Indication and 

Crew Alerting System (EICAS) message. 

• Autopilot disconnect, inability to 

engage autopilot, or flight directors biasout-of view. 

• Autothrottle disconnect, 

autothrottle retard, or inability to engage 

autothrottle into SPD (Speed) mode. 

• Unexpected configuration warnings 

after takeoff, during approach, or during 

go-around 

• Missing or inappropriate aural 

height callouts 

• Unavailability of auto speedbrake 

via ‘‘AUTO SPEEDBRAKE’’ EICAS 

message. 

• Nuisance or missing Ground 

Proximity Warning System (GPWS) 

warnings. 

• Electronic Engine Control (EEC) 

indicating ground mode and engine 

going to ground idle. 

• Inability to engage Lateral 

Navigation (LNAV). 

Erratic LRRA operation events have 

been determined to possibly result from 

the following causes: 

• Antenna alteration at the antenna 

level can create micro cracks on the 

electrical grounding connection, damage 

the coax cables or the coax connector 

center pin contact. Any one of these 

damages to the antenna assembly can 

affect the radio altimeter system 

functionality. 

• The currently installed radio 

altimeter transceivers on some airplanes 

may not have adequate antenna 

monitoring capabilities for detecting 

antenna deterioration caused by 

environmental conditions or damage to 

the antenna during antenna alteration 

(which can result in breaks in the 

coaxial cables or damage to the coax 

connector). 

These conditions, if not corrected, 

could result in adverse system 

responses and flight deck effects that 

could result in loss of controllability of 

the airplane or landing short of the 

runway during landing. We are issuing 

this AD to correct the unsafe condition 

on these products. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 777–34A0191, Revision 1, 

dated March 23, 2012, and Boeing Alert 

Service Bulletin 777–34A0192, dated 

December 14, 2012. For information on 

the procedures and compliance times, 

see this service information at http:// 

www.regulations.gov by searching for 

Docket No. FAA–2014–0125. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires accomplishing the 

actions specified in the service 

information identified previously. 

FAA’s Justification and Determination 

of the Effective Date 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 

products are placed on the U.S. Register 

in the future. Therefore, we find that 

notice and opportunity for prior public 

comment are unnecessary and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2014–0125 and Directorate 

Identifier 2013–NM–119–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this 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 AD. 

Costs of Compliance 

We estimate that this AD affects 0 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


sroberts on DSK5SPTVN1PROD with RULES
Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Rules and Regulations 12365 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Transceiver Replacement ....... 2 work-hours × $85 per hour = $170 ..................................... $9,515 $9,685 $0 

Antenna Replacement ............ 7 work-hours × $85 per hour = $595 ..................................... 2,703 3,298 0 

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 

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): 

2014–05–05 The Boeing Company: 

Amendment 39–17778; Docket No. 

FAA–2014–0125; Directorate Identifier 

2013–NM–119–AD. 

(a) Effective Date 

This AD is effective March 20, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, –200LR, –300, –300ER, and 

777F series airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin 777–34A0192, dated 

December 14, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 34, Navigation. 

(e) Unsafe Condition 

This AD was prompted by operator reports 

of erratic low range radio altimeter (LRRA) 

operation while the airplane is airborne. We 

are issuing this AD to prevent adverse system 

responses and flight deck effects that could 

result in loss of controllability of the airplane 

or landing short of the runway during 

landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replacement of Radio Altimeter 

Transceivers 

For airplanes identified in Boeing Alert 

Service Bulletin 777–34A0191, Revision 1, 

dated March 23, 2012: Within 24 months 

after the effective date of this AD, replace 

radio altimeter transceivers with upgraded 

units, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 777–34A0191, Revision 1, 

dated March 23, 2012. 

(h) Replacement of Radio Altimeter 

Antennas 

For all airplanes: Within 36 months after 

the effective date of this AD, replace low 

range radio altimeter transmit and receive 

antennas with new antennas, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 777–34A0192, 

dated December 14, 2012. 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 777–34A0191, dated 

September 20, 2011, which is not 

incorporated by reference in this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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 Seattle ACO, send it to 

the attention of the person identified in 

paragraph (k)(1) of this AD. Information may 

be emailed to: 9–ANM-Seattle-ACO–AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane. 

(k) Related Information 

(1) For more information about this AD, 

contact Walter Cameron, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 98057– 

3356; phone: (425) 917–6460; fax: (425) 917– 

6590; email: walter.cameron@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD may be obtained at the address 

specified in paragraph (l)(3) of this AD. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 


sroberts on DSK5SPTVN1PROD with RULES
12366 Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Rules and Regulations 

(i) Boeing Alert Service Bulletin 777– 

34A0191, Revision 1, dated March 23, 2012. 

(ii) Boeing Alert Service Bulletin 777– 

34A0192, dated December 14, 2012. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(4) You may view this referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on February 

7, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–04548 Filed 3–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1226; Directorate 

Identifier 2012–NM–122–AD; Amendment 

39–17741; AD 2014–03–04] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400 

series airplanes. This AD was prompted 

by a report of a translating door handle 

jamming during opening of an aft door. 

This AD requires replacing the handle 

shaft with a new single-piece machined 

handle shaft on the aft entry and service 

doors, and requires revising the 

maintenance program by incorporating a 

new airworthiness limitation task. We 

are issuing this AD to prevent a 

migrated pin from jamming a translating 

door handle, which could prevent 

opening of the door and impede an 

emergency evacuation. 

DATES: This AD becomes effective April 

9, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 9, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2012-1226; 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 service information identified in 

this AD, contact Bombardier, Inc., QSeries Technical Help Desk, 123 Garratt 

Boulevard, Toronto, Ontario M3K 1Y5, 

Canada; telephone 416–375–4000; fax 

416–375–4539; email thd.qseries@

aero.bombardier.com; Internet http://

www.bombardier.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone (516) 228–7318; 

fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc. Model 

DHC–8–400 series airplanes. The NPRM 

was published in the Federal Register 

on December 13, 2012 (77 FR 74126). 

The NPRM was prompted by a report of 

a translating door handle jamming 

during opening of an aft door. The 

NPRM proposed to require replacing the 

handle shaft with a new single-piece 

machined handle shaft on the aft entry 

and service doors, and requires revising 

the maintenance program by 

incorporating a new airworthiness 

limitation task. We are issuing this AD 

to prevent a migrated pin from jamming 

a translating door handle, which could 

prevent opening of the door and impede 

an emergency evacuation. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2012–17, 

dated May 24, 2012 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

There was one reported case of the 

translating door handle jamming on opening. 

It was found that the pin on the existing 

handle shaft could migrate and cause the 

translating door handle to jam. A jammed 

translating door handle could prevent the 

opening of the door and impede evacuation 

in the event of an emergency. 

This [Canadian] AD mandates the 

installation of the single piece machined 

handle shaft (ModSum 4–113687) on the aft 

entry door and the aft service door, as well 

as the incorporation of the new 

Airworthiness Limitation (AWL) tasks 

introduced as a result of this ModSum. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2012-1226- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 74126, 

December 13, 2012) and the FAA’s 

response to each comment. 

Request for Optional Compliance 

Method 

Horizon Air requested that the NPRM 

(77 FR 74126, December 13, 2012) be 

revised to account for handle shafts that 

might have been replaced with the 

single-piece machined handle shaft 

through attrition. Horizon Air stated 

that the illustrated parts catalog 

identifies the single-piece handle shaft 

as an acceptable replacement part 

number, and that operators might have 

used that single-piece handle shaft as a 

replacement but without using the steps 

specified in Bombardier Service 

Bulletin 84–52–66, Revision A, dated 

October 24, 2011. 

We agree to revise this final rule. We 

have redesignated paragraph (i) of the 

NPRM (77 FR 74126, December 13, 

2012) as paragraph (i)(1) in this final 

rule and added paragraph (i)(2) to 

provide credit for installing single-piece 

machined handle shafts with certain 

part numbers by attrition (for example, 

replacing the handle shaft during 

maintenance actions) before the 

effective date of this final rule. 

Operators can provide a maintenance 

record of this action to show 

compliance with this final rule. 

Request To Clarify Compliance Time 

Horizon Air requested that the FAA 

state how the repetitive 25,000-flighthour interval specified in the tasks 

required by paragraph (h)(1) of the 

NPRM (77 FR 74126, December 13, 

2012) should be applied. Horizon Air 


sroberts on DSK5SPTVN1PROD with RULES