Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 27419 

Note 4: Notwithstanding any other 

maintenance or operational requirements, 

components that have been identified as 

airworthy or installed on the affected 

airplanes before the revision of the ALS, as 

required by paragraphs (f)(2) and (f)(3) of this 

AD, do not need to be reworked in 

accordance with the CDCCLs. However, once 

the ALS has been revised, future 

maintenance actions on these components 

must be done in accordance with the 

CDCCLs. 

FAA AD Differences 

Note 5: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. Send information to ATTN: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, New York, 

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

794–5531. Before using any approved AMOC 

on any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–09, dated March 9, 2009; 

Bombardier Service Bulletin 670BA–29–005, 

Revision A, dated January 29, 2009; and 

Bombardier TR 2–268 and Bombardier TR 2– 

269, both dated December 18, 2008, both to 

Section 3, ‘‘Fuel System Limitations,’’ of Part 

2 of the Bombardier CL–600–2C10, CL–600– 

2D15, and CL–600–2D24 Maintenance 

Requirements Manual; for related 

information. 

Material Incorporated by Reference 

(i) You must use the applicable service 

information specified in Table 2 of this AD, 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

TABLE 2—MATERIAL INCORPORATED BY REFERENCE

Document Revision Date 

Bombardier Service Bulletin 670BA–29–005 ...................................................................................... A .............................. January 29, 2009. 

Bombardier Temporary Revision 2–268 to Section 3, ‘‘Fuel System Limitations,’’ of Part 2 of the 

Bombardier CL–600–2C10, CL–600–2D15, and CL–600–2D24 Maintenance Requirements 

Manual.

Original .................... December 18, 2008. 

Bombardier Temporary Revision 2–269 to Section 3, ‘‘Fuel System Limitations,’’ of Part 2 of the 

Bombardier CL–600–2C10, CL–600–2D15, and CL–600–2D24 Maintenance Requirements 

Manual.

Original .................... December 18, 2008. 

(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. 

Issued in Renton, Washington on May 3, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11183 Filed 5–14–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1254; Directorate 

Identifier 2009–NM–040–AD; Amendment 

39–16292; AD 2010–10–13] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146 and Avro 146–RJ70A, 146– 

RJ85A, and 146–RJ100A 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: 

During the removal of the wing removable 

leading edge on a BAe 146 aircraft for a 

repair (not related to the subject addressed by 

this AD), corrosion was found on the wing 

fixed leading edge structure. The 

investigation determined that the existing 

scheduled environmental and fatigue 

inspections would not have detected the 

corrosion or fatigue damage. 

Corrosion or fatigue damage in this area, if 

not detected and corrected, could lead to 

degradation of the structural integrity of the 

wing. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective June 

21, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 21, 2010. 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 


srobinson on DSKHWCL6B1PROD with RULES
27420 Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 

Washington 98057–3356; telephone 

(425) 227–1175; 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 12, 2010 (75 FR 

1560). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

During the removal of the wing removable 

leading edge on a BAe 146 aircraft for a 

repair (not related to the subject addressed by 

this AD), corrosion was found on the wing 

fixed leading edge structure. The 

investigation determined that the existing 

scheduled environmental and fatigue 

inspections would not have detected the 

corrosion or fatigue damage. 

Corrosion or fatigue damage in this area, if 

not detected and corrected, could lead to 

degradation of the structural integrity of the 

wing. 

For the reason described above, this AD 

requires repetitive inspections of the wing 

fixed leading edge and front spar structure 

for corrosion and/or fatigue damage [e.g., 

cracking] and repair, depending on findings. 

There are two alternative inspection 

methods: Method 1 is a combination of 

a detailed visual inspection and a visual 

inspection; Method 2 is a detailed visual 

inspection. 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 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Clarification of Compliance Time 

Language 

We have revised paragraph (f)(1)(iii) 

of this AD to clarify the compliance 

time language as specified in Note 4 of 

this AD. 

Conclusion 

We reviewed the available data, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change will not 

increase the economic burden on any 

operator or increase the scope of the AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

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

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this AD will affect 1 

product of U.S. registry. We also 

estimate that it will take about 12 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

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

be $1,020. 

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: 

2010–10–13 BAE Systems (Operations) 

Limited: Amendment 39–16292. Docket 

No. FAA–2009–1254; Directorate 

Identifier 2009–NM–040–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective June 21, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to BAE Systems 

(Operations) Limited Model BAe 146–100A, 

–200A, and –300A series airplanes; and 

Model Avro 146–RJ70A, 146–RJ85A, and 

146–RJ100A airplanes; certificated in any 

category, all serial numbers. 


srobinson on DSKHWCL6B1PROD with RULES
Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 27421 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

During the removal of the wing removable 

leading edge on a BAe 146 aircraft for a 

repair (not related to the subject addressed by 

this AD), corrosion was found on the wing 

fixed leading edge structure. The 

investigation determined that the existing 

scheduled environmental and fatigue 

inspections would not have detected the 

corrosion or fatigue damage. 

Corrosion or fatigue damage in this area, if 

not detected and corrected, could lead to 

degradation of the structural integrity of the 

wing. 

For the reason described above, this AD 

requires repetitive inspections of the wing 

fixed leading edge and front spar structure 

for corrosion and/or fatigue damage [e.g., 

cracking] and repair, depending on findings. 

There are two alternative inspection 

methods: Method 1 is a combination of a 

detailed visual inspection and a visual 

inspection; Method 2 is a detailed visual 

inspection. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) At the applicable time identified in 

paragraph (f)(1)(i), (f)(1)(ii), or (f)(1)(iii) of 

this AD: Perform a detailed visual inspection 

and visual inspection (Method 1) or a 

detailed visual inspection (Method 2) for 

cracking and corrosion of the wing fixed 

leading edge and front spar structure, in 

accordance with paragraph 2.C. or 2.D., as 

applicable, of the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

072, Revision 1, dated September 25, 2008. 

(i) For airplanes with less than 9 years 

since date of issuance of the original 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness as of the effective date of this 

AD: Within 18 months after the effective date 

of this AD. 

(ii) For airplanes with 9 years or more, but 

less than 15 years, since date of issuance of 

the original airworthiness certificate or the 

date of issuance of the original export 

certificate of airworthiness as of the effective 

date of this AD: Within 18 months after the 

effective date of this AD or within 16 years 

since date of issuance of the original 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness, whichever occurs first. 

(iii) For airplanes with 15 years or more 

since date of issuance of the original 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness as of the effective date of this 

AD: Within 6 months after the effective date 

of this AD. 

Note 1: Where BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

072, Revision 1, dated September 25, 2008, 

refers to a ‘‘visual inspection,’’ this term 

describes an inspection using visual 

inspection equipment as defined in 

Appendix 3 of that service bulletin. In other 

BAE Systems instructions for continued 

airworthiness, including the Maintenance 

Planning Document (MPD) and the Corrosion 

Prevention and Control Programme (CPCP), 

such an inspection is referred to as a ‘‘Special 

Detailed Inspection’’ (SDI). 

Note 2: At the discretion of the airplane 

owner/operator, corrosion protection may be 

embodied on those areas subject to a detailed 

visual inspection, in accordance with 

paragraph 2.E. or paragraph 2.F. of the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–072, Revision 1, 

dated September 25, 2008. Embodiment of 

enhanced corrosion protection in accordance 

with paragraph 2.E. of the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

072, Revision 1, dated September 25, 2008, 

allows the interval of the repetitive 

inspection (as required by paragraph (f)(2) of 

this AD) to be extended in the area(s) of 

application in accordance with paragraph 

(f)(2)(i) or (f)(2)(ii) of this AD, as applicable. 

(2) After doing the initial inspection 

required by paragraph (f)(1) of this AD, at the 

applicable intervals specified in paragraph 

(f)(2)(i) or (f)(2)(ii) of this AD, accomplish the 

repetitive inspections of the wing fixed 

leading edge and front spar structure for 

cracking and corrosion in the ‘‘area of 

inspection’’ specified in Table 1 of paragraph 

1.D., ‘‘Compliance,’’ of BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–072, Revision 1, dated 

September 25, 2008. Do the inspections in 

accordance with paragraph 2.C. (Method 1) 

or paragraph 2.D. (Method 2) of the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–072, Revision 1, 

dated September 25, 2008. Where previously 

applied, enhanced corrosion protection may 

then be re-applied, as an option, in 

accordance with paragraph 2.E. of the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–072, Revision 1, 

dated September 25, 2008. Perform the 

repetitive inspections at the times specified 

in paragraph (f)(2)(i) or (f)(2)(ii) of this AD, 

as applicable. 

(i) For airplanes having enhanced 

corrosion protection that was applied during 

the previous inspection: Inspect at intervals 

not to exceed 144 months. 

(ii) For airplanes not having enhanced 

corrosion protection that was applied during 

the previous inspection: Inspect at intervals 

not to exceed 72 months. 

(3) After doing the initial inspection 

required by paragraph (f)(1) of this AD, at 

intervals not to exceed 36,000 flight cycles, 

accomplish fatigue inspections in accordance 

with paragraph 2.C. (Method 1) or paragraph 

2.D. (Method 2) of the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

072, Revision 1, dated September 25, 2008. 

(4) If any cracking or corrosion is found 

during any inspection required by this AD, 

before further flight, repair in accordance 

with the Accomplishment Instructions of 

BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–072, 

Revision 1, dated September 25, 2008. 

(5) No repair terminates the inspection 

requirements of this AD. 

(6) Actions done before the effective date 

of this AD in accordance with BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–072, dated February 22, 

2008, are considered acceptable for 

compliance with the corresponding actions 

specified in this AD. 

(7) Submit a report of the findings (both 

positive and negative) of the inspection 

required by paragraph (f)(1) of this AD to 

Customer Liaison, Customer Support 

(Building 37), BAE Systems (Operations) 

Limited, Prestwick International Airport, 

Ayrshire, KA9 2RW, Scotland; fax +44 (0) 

1292 675432; e-mail 

raengliaison@baesystems.com, at the 

applicable time specified in paragraphs 

(f)(7)(i) and (f)(7)(ii) of this AD. The report 

must include the inspection results, a 

description of any discrepancies found, the 

airplane serial number, and the number of 

landings and flight hours on the airplane. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

Note 3: The inspections required by this 

AD prevail over the Maintenance Review 

Board Report (MRBR), MPD, CPCP, and 

Supplemental Structural Inspection 

Document (SSID) inspections defined in 

paragraph 1.C.(3) of BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–072, Revision 1, dated 

September 25, 2008. 

FAA AD Differences 

Note 4: This AD differs from the MCAI 

and/or service information as follows: Where 

the EASA AD refers to ‘‘since entry into 

service,’’ this AD specifies the date of 

issuance of the original airworthiness 

certificate or the date of issuance of the 

original export certificate of airworthiness. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 


srobinson on DSKHWCL6B1PROD with RULES
27422 Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2009– 

0014, dated January 21, 2009; and BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–072, Revision 1, 

dated September 25, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

072, Revision 1, dated September 25, 2008, 

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 BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; email raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on April 30, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11182 Filed 5–14–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0158; Directorate 

Identifier 2010–CE–006–AD; Amendment 

39–16289; AD 2010–10–10] 

RIN 2120–AA64 

Airworthiness Directives; Hawker 

Beechcraft Corporation (Type 

Certificate No. A00010WI Previously 

Held by Raytheon Aircraft Company) 

Model 390 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Hawker Beechcraft Corporation Model 

390 airplanes. This AD requires you to 

inspect the essential bus lightning strike 

protection for proper installation of 

metal oxide varistor (MOV) and spark 

gap wiring. This AD also requires you 

to rework the wiring as necessary to 

achieve the required lightning strike/ 

surge protection. This AD results from 

a report that the wires to the MOV and 

spark gap were swapped. We are issuing 

this AD to detect and correct improper 

installation of the MOV and spark gap 

wiring, which could result in overload 

of the MOV in a lightning strike and 

allow electrical energy to continue to 

the essential bus and disable equipment 

that receives power from the essential 

bus. The disabled equipment could 

include the autopilot, anti-skid system, 

hydraulic indicator, spoiler system, 

pilot primary flight display, audio 

panel, or the #1 air data computer. This 

failure could lead to a significant 

increase in pilot workload during 

adverse operating conditions. 

DATES: This AD becomes effective on 

June 21, 2010. 

On June 21, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: For service information 

identified in this AD, contact Hawker 

Beechcraft Corporation, 9709 East 

Central, Wichita, Kansas 67201; 

telephone: (316) 676–5034; fax: (316) 

676–6614; Internet: https:// 

www.hawkerbeechcraft.com/ 

service_support/pubs/. 

To view the AD docket, go to U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590, or on the Internet at http:// 

www.regulations.gov. The docket 

number is FAA–2010–0158; Directorate 

Identifier 2010–CE–006–AD. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Schwemmer, Aerospace Engineer, 

FAA, Wichita Aircraft Certification 

Office (ACO), 1801 Airport Road, Room 

100, Wichita, Kansas 67209; telephone: 

(316) 946–4174; fax: (316) 946–4107; 

e-mail: kevin.schwemmer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On February 16, 2010, we issued a 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an AD that would apply to 

certain Hawker Beechcraft Corporation 

Model 390 airplanes. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

on February 23, 2010 (75 FR 8001). The 

NPRM proposed to require you to 

inspect the essential bus lightning strike 

protection for proper installation of 

metal oxide varistor (MOV) and spark 

gap wiring. The NPRM also proposed to 

require you to rework the wiring as 

necessary to achieve the required 

lightning strike/surge protection. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. We received no comments on 

the proposal or on the determination of 

the cost to the public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed except for 

minor editorial corrections. We have 

determined that these minor 

corrections: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Costs of Compliance 

We estimate that this AD affects 170 

airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection (includes any necessary 

follow-on action): 


srobinson on DSKHWCL6B1PROD with RULES