33982 Federal Register / Vol. 76, No. 112 / Friday, June 10, 2011 / Rules and Regulations 

type design, and that the effects of 

dynamic braking need to be 

demonstrated on the complete engine 

prior to issuing a type certificate. Lastly, 

a need for installation limitations or 

special instructions for continued 

airworthiness requirements could be 

identified based on the results from this 

test, making it impractical to wait for 

part 29 certification testing. 

The commenter stated that the locked 

rotor portion of the special condition 

tests needs to be conducted on a single 

engine, but the dynamic requirements 

can be addressed separately. The FAA 

concurs in part. We have concluded that 

an engine test is required to demonstrate 

the complete engine response to 

dynamic braking, however we do agree 

that the two elements of required testing 

(locked rotor and dynamic) can be 

conducted on separate test engines. The 

FAA has therefore revised paragraph (d) 

to eliminate the reference to paragraph 

(b) (400 cycle dynamic braking test), and 

therefore allows separate engine tests at 

the applicant’s discretion. The FAA has 

also deleted proposed paragraph (0, 

which is a safety analysis requirement 

specific to dynamic responses. In this 

regard, existing § 33.75 Safety Analysis 

is considered adequate when an engine 

test for dynamic braking is conducted 

per this special condition. 

Applicability 

These special conditions are 

applicable to the PWC PW210S turbo 

shaft engine. If PWC applies later for a 

change to the type certificate to include 

another closely related model 

incorporating the same novel or unusual 

design feature, these special conditions 

may also apply to that model as well, 

and would be made part of the 

certification basis for that model. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

have determined that air safety and the 

public interest require adopting this 

special condition with the changes 

described above. This action affects only 

certain novel or unusual design features 

on one model of engine. It is not a rule 

of general applicability, and it affects 

only the applicant who applied to the 

FAA for approval of this feature on the 

engine product. 

List of Subjects in 14 CFR Part 33 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) issues the 

following special conditions as part of 

the type certification basis for the PWC 

PW210S turbo shaft engine. 

1. PART 1 DEFINITION. Unless 

otherwise approved by the 

Administrator and documented in the 

appropriate manuals and certification 

documents, the following definition 

applies to this special condition: 

‘‘Auxiliary Power Unit Mode’’—Engine 

operation with the main output shaft 

and power turbine locked and 

stationary, while the gas generator 

portion of the engine continues to 

operate, for the purpose of supplying 

the rotorcraft with electric/hydraulic/ 

pneumatic power (as applicable) while 

on the ground. 

2. PART 33 ENGINE TEST 

REQUIREMENTS: 

(a) Ground locking: A total of 45 

hours with the engine output shaft 

locked to simulate rotor brake 

engagement, in a manner which clearly 

demonstrates the complete engine’s 

ability to function without adverse 

affect while operating in the APU mode 

under the maximum conditions of 

engine rotor speed, torque, temperature, 

air bleed and power extraction as 

specified by the applicant. 

(b) Dynamic braking: A total of 400 

application-release cycles of simulated 

brake engagements must be made in a 

manner which clearly demonstrates the 

complete engine’s ability to function 

without adverse affect while operating 

in the APU mode under the maximum 

conditions of engine acceleration and 

deceleration rate, rotor speed, torque 

and temperature as specified by the 

applicant. The engine output shaft must 

be stopped prior to brake-release. 

(c) One hundred engine starts and 

stops with the output shaft locked in a 

manner simulating rotor brake 

engagement during APU mode 

operation. 

(d) The tests required by paragraphs 

(a) and (c) of this section must be 

performed on the same engine. 

(e) The tests required by paragraphs 

(a), (b) and (c) above must be followed 

by engine disassembly to the extent 

necessary to show that each engine part 

conforms to the type design and is 

eligible for incorporation into an engine 

for continued operation in accordance 

with information submitted in 

compliance with § 33.4 Instructions for 

Continued Airworthiness. 

Issued in Burlington, Massachusetts, on 

May 25, 2011. 

Colleen M. D’Alessandro, 

Acting Assistant Manager, Engine and 

Propeller Directorate, Aircraft Certification 

Service. 

[FR Doc. 2011–14113 Filed 6–9–11; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0159; Directorate 

Identifier 2010–NM–246–AD; Amendment 

39–16713; AD 2011–12–06] 

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), 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: 

An inspection by the vendor revealed that 

a number of Rubber Bull Gears (RBG) in the 

Horizontal Stabilizer Trim Actuator (HSTA) 

of the CL–600–2C10, CL–600–2D15 and CL– 

600–2D24 aeroplanes were installed with a 

wheel material hardness out of specification. 

This non-conformity has a direct impact on 

the HSTA life limit. The teeth of these nonconformant RBGs could break and in extreme 

cases, could lead to uncontrolled HSTA 

movement without the ability to re-trim the 

aeroplane. If not corrected, this condition 

could result in a difficulty to control the 

pitch and subsequent 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 July 

15, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 15, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

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Federal Register / Vol. 76, No. 112 / Friday, June 10, 2011 / Rules and Regulations 33983 

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: 

Fabio Buttitta, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office (ACO), 

1600 Stewart Avenue, Suite 410, 

Westbury, New York 11590; telephone 

(516) 228–7303; 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 March 14, 2011 (76 FR 

13536). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

An inspection by the vendor revealed that 

a number of Rubber Bull Gears (RBG) in the 

Horizontal Stabilizer Trim Actuator (HSTA) 

of the CL–600–2C10, CL–600–2D15 and CL– 

600–2D24 aeroplanes were installed with a 

wheel material hardness out of specification. 

This non-conformity has a direct impact on 

the HSTA life limit. The teeth of these nonconformant RBGs could break and in extreme 

cases, could lead to uncontrolled HSTA 

movement without the ability to re-trim the 

aeroplane. If not corrected, this condition 

could result in a difficulty to control the 

pitch and subsequent loss of the aeroplane. 

This [Canadian airworthiness] directive 

mandates replacement of the RBGs which 

have material hardness out of specification 

[with a modified HSTA]. 

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. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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. 

Costs of Compliance 

We estimate that this AD will affect 

387 products of U.S. registry. We also 

estimate that it will take about 9 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will 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 parts. 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 this AD 

to the U.S. operators to be $296,055, or 

$765 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: 

2011–12–06 Bombardier, Inc.: Amendment 

39–16713. Docket No. FAA–2011–0159; 

Directorate Identifier 2010–NM–246–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective July 15, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to 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, 

certificated in any category, equipped with a 

horizontal stabilizer trim actuator having part 

numbers (P/Ns) 8489–5, 8489–6, 8489–7, and 

8489–7R. 

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33984 Federal Register / Vol. 76, No. 112 / Friday, June 10, 2011 / Rules and Regulations 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

An inspection by the vendor revealed that 

a number of Rubber Bull Gears (RBG) in the 

Horizontal Stabilizer Trim Actuator (HSTA) 

of the CL–600–2C10, CL–600–2D15 and CL– 

600–2D24 aeroplanes were installed with a 

wheel material hardness out of specification. 

This non-conformity has a direct impact on 

the HSTA life limit. The teeth of these nonconformant RBGs could break and in extreme 

cases, could lead to uncontrolled HSTA 

movement without the ability to re-trim the 

aeroplane. If not corrected, this condition 

could result in a difficulty to control the 

pitch and subsequent loss of the aeroplane. 

* * * * * 

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. 

Modifying the HSTA 

(g) For airplanes having any HSTA with 

S/N 107, 111, 124, 126, 135, 139, 142, 145, 

146, 266, 268, 271, 274, 276, 277, 280, 282 

through 285 inclusive, 290, 292, 294, 297, 

299, 307, 309, 320, 337, 400, 402, 403, 410, 

412, 418, 421 through 428 inclusive, 430, 435 

through 439 inclusive, 441, 443 through 446 

inclusive, 448 through 450 inclusive, 452 

through 454 inclusive, 456, 459, 461, 463 

through 470 inclusive, 472, 474 through 476 

inclusive, 478, 545 through 549 inclusive, 

570, 571, 573, 574, 600, 603, 608, 612 

through 616 inclusive, 623, 627, and 629 

through 659 inclusive: At the applicable 

compliance time specified in paragraph (g)(1) 

or (g)(2) of this AD, replace the HSTA with 

a modified HSTA, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–27–058, dated 

August 31, 2010. 

(1) For HSTAs that have accumulated 

8,700 total flight cycles or less as of the 

effective date of this AD: Within 3,000 flight 

cycles from the effective date of this AD, or 

before the HSTA has accumulated 10,500 

flight cycles, whichever occurs first. 

(2) For HSTAs that have accumulated more 

than 8,700 total flight cycles as of the 

effective date of this AD: Within 1,800 flight 

cycles after the effective date of this AD. 

(h) For airplanes having any HSTA with S/ 

N 185, 479, 481, 482, 485, 487, 489, 491 

through 496 inclusive, 498, 499, 501, 503, 

504, 506, 507, 509, 512 through 514 

inclusive, 517, 519 through 522 inclusive, 

524, 526 through 528 inclusive, 530, 534 

through 536 inclusive, 539, 542, and 543: 

Within 1,800 flight cycles after the effective 

date of this AD, replace the affected HSTA 

with a modified HSTA in accordance with 

the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–27–058, 

dated August 31, 2010. 

Parts Installation 

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

person may install a HSTA, having P/N 

8489–5, 8489–6, 8489–7, or 8489–7R, with 

any serial numbers identified in paragraph 

(g) or (h) of this AD, on any airplane, unless 

that HSTA has been modified in accordance 

with SAGEM Service Bulletin 8489–27–007, 

Revision 1, dated August 10, 2010, and that 

HSTA has a suffix ‘‘B’’ beside the serial 

number. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(j) 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. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. 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, 

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 

(k) Refer to MCAI Canadian Airworthiness 

Directive CF–2010–34, dated October 5, 

2010; Bombardier Service Bulletin 670BA– 

27–058, dated August 31, 2010; and SAGEM 

Service Bulletin 8489–27–007, Revision 1, 

dated August 10, 2010; for related 

information. 

Material Incorporated by Reference 

(l) You must use Bombardier Service 

Bulletin 670BA–27–058, dated August 31, 

2010; and SAGEM Service Bulletin 8489–27– 

007, Revision 1, dated August 10, 2010; 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. 

Issued in Renton, Washington, on May 20, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–13650 Filed 6–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0456; Directorate 

Identifier 2011–NE–15–AD; Amendment 39– 

16711; AD 2011–12–04] 

RIN 2120–AA64 

Airworthiness Directives; BRP– 

Powertrain GmbH & Co. KG Rotax 912 

F3, 912 S2, 912 S3, 912 S4, 914 F2, 914 

F3, and 914 F4 Reciprocating Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued 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 a production process review, a 

deviation in hardening of certain Part 

Number (P/N) 944072 washers has been 

detected, which exceeds the hardness of the 

design specification. 

The affected washers are part of the 

magneto ring flywheel hub installation and 

have been installed on a limited number of 

engines. No defective washers have been 

shipped as spare parts. 

This condition, if not corrected, could lead 

to cracks in the washer, loosening of the 

magneto flywheel hub and consequent 

ignition failure, possibly resulting in damage 

to the engine, in-flight engine shutdown and 

forced landing, damage to the aeroplane and 

injury to occupants. 

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