6862 Federal Register / Vol. 75, No. 29 / Friday, February 12, 2010 / Proposed Rules 

are issuing this AD to prevent uncontained 

failure of the HPC stage 3 to 8 drum, which 

could result in damage to the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

Engines Requiring Ultrasonic Inspections 

(UI) of the HPC Stage 3 to 8 Drum 

(f) For IAE V2522–A5, V2524–A5, V2527– 

A5, V2527E–A5, V2527M–A5, V2530–A5, 

and V2533–A5 turbofan engines with S/Ns in 

‘‘Group A’’ or ‘‘Group D’’ in IAE Service 

Bulletin (SB) No. V2500–ENG–72–0594, 

Revision 5, dated November 23, 2009, and for 

V2500–A1 turbofan engines with S/Ns in 

‘‘Group A’’ in IAE SB No. V2500–ENG–72– 

0603, Revision 1, dated December 18, 2009, 

do the following: 

(1) Perform an initial UI of the HPC stage 

3 to 8 drum using paragraph 3 of the 

Accomplishment Instructions of IAE SB No. 

V2500–ENG–72–0594, Revision 5, dated 

November 23, 2009, or IAE SB No. V2500– 

ENG–72–0603, Revision 1, dated December 

18, 2009, as applicable, before accumulating 

5,200 cycles-since-new (CSN) or within 500 

cycles from the effective date of this AD, 

whichever occurs later. 

(2) Thereafter, perform repetitive UIs of the 

HPC stage 3 to 8 drum for cracks within 

every 500 cycles-since-last-inspection. 

(3) If cracks or crack indications are 

identified, remove the drum from service 

before further flight. 

Mandatory Terminating Action 

(4) As mandatory terminating action to the 

repetitive inspections required by this AD, at 

the next engine shop visit, but no later than 

27 months after the effective date of this AD, 

do the following before returning any HPC 

stage 8 to 12 drum to service: 

(i) Remove from service fully silver plated 

nuts, part number (P/N) AS44862 or 

equivalent, that attach the HPC stage 3 to 8 

drum to the HPC stage 9 to 12 drum. 

(ii) Remove the silver residue from the HPC 

stage 3 to 8 drum using paragraph 3 of the 

Accomplishment Instructions of IAE SB No. 

V2500–ENG–72–0601, Revision 1, dated 

December 18, 2009. Drums cleaned before the 

effective date of this AD using engine manual 

task 72–41–11–110–001 satisfy this 

requirement. 

(iii) Fluorescent penetrant inspect (FPI) the 

HPC stage 3 to 8 drum for cracks, and remove 

from service any drum found cracked. You 

can find guidance on performing an FPI of 

the HPC stage 3 to 8 drum in IAE engine 

manual task 72–41–11–200–001. 

(iv) Installation of a zero-time HPC stage 3 

to 8 drum or a drum that has never operated 

with fully silver plated nuts, P/N AS44862 or 

equivalent, that attach the HPC stage 3 to 8 

drum to the HPC stage 9 to 12 drum 

eliminates the need for the cleaning and FPI 

required by paragraphs (f)(4)(ii) and (f)(4)(iii) 

of this AD. 

All Other Engines 

(g) For all other engines, at the next piecepart exposure of the HPC stage 3 to 8 drum 

after the effective date of this AD, do the 

following before returning the drum to 

service: 

(1) Remove from service fully silver plated 

nuts, P/N AS44862 or equivalent, that attach 

the HPC stage 3 to 8 drum to the HPC stage 

9 to 12 drum. 

(2) Remove the silver residue from the HPC 

stage 3 to 8 drum using paragraph 3 of the 

Accomplishment Instructions of IAE SB No. 

V2500–ENG–72–0601, Revision 1, dated 

December 18, 2009. Drums cleaned before the 

effective date of this AD using engine manual 

task 72–41–11–110–001 satisfy this 

requirement. 

(3) FPI the HPC stage 3 to 8 drum for 

cracks, and remove from service any drum 

found cracked. You can find guidance on 

performing an FPI of the HPC stage 3 to 8 

drum in IAE engine manual task 72–41–11– 

200–001. 

(4) Installation of a zero-time HPC stage 3 

to 8 drum or a drum that has never operated 

with fully silver plated nuts, P/N AS44862 or 

equivalent, that attach the HPC stage 3 to 8 

drum to the HPC stage 9 to 12 drum 

eliminates the need for the cleaning and FPI 

required by paragraphs (g)(2) and (g)(3) of 

this AD. 

Definitions 

(h) For the purpose of this AD, an engine 

shop visit is the induction of an engine into 

the shop for maintenance involving the 

separation of a pair of major mating engine 

flanges, except that the separation of engine 

flanges solely for the purposes of 

transportation without subsequent engine 

maintenance does not constitute an engine 

shop visit. 

(i) For the purpose of this AD, piece-part 

exposure of the HPC stage 3 to 8 drum is 

removal of the drum from the engine and 

removal of all blades from the drum. 

Previous Credit 

(j) Initial or repetitive ultrasonic 

inspections of the HPC stage 3 to 8 drum 

using IAE SB No. V2500–ENG–72–0594, 

Revision 3, dated August 7, 2009, or Revision 

4, dated October 13, 2009, before the effective 

date of this AD, meets the inspection 

requirements of paragraphs (f)(1) through 

(f)(3) of this AD. 

(k) Initial or repetitive ultrasonic 

inspections of the HPC stage 3 to 8 drum 

using IAE SB No. V2500–ENG–72–0603, 

Original Issue, dated November 24, 2009, 

before the effective date of this AD, meets the 

inspection requirements of paragraphs (f)(1) 

through (f)(3) of this AD. 

Alternative Methods of Compliance 

(l) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD if requested using the procedures found 

in 14 CFR 39.19. 

Related Information 

(m) Contact Kevin Dickert, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: kevin.dickert@faa.gov; 

telephone (781) 238–7117, fax (781) 238– 

7199, for more information about this AD. 

(n) Contact International Aero Engines AG, 

400 Main Street, East Hartford, CT 06108; 

telephone: (860) 565–5515; fax: (860) 565– 

5510, for a copy of the service information 

referenced in this AD. 

Issued in Burlington, Massachusetts, on 

February 8, 2010. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–2999 Filed 2–11–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0039; Directorate 

Identifier 2009–NM–239–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–1A11 (CL–600), CL– 

600–2A12 (CL–601), CL–600–2B16 (CL– 

601–3A, CL–601–3R, and CL–604 

Variants (Including CL–605 Marketing 

Variant)) 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. 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: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced on CL–600–2B19 

(CRJ) aircraft, resulting in loss of the 

associated hydraulic system and high-energy 

impact damage to adjacent systems and 

structure. * * * 

* * * * * 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator * * * has been conducted. It 

has been identified that the worst case 

scenario would be failure of one of the brake 

accumulator screw caps/end caps, resulting 

in impact damage causing loss of both 

hydraulic systems No. 2 and No. 3, with 

consequent loss of both braking and nose 

wheel steering and the potential for a runway 

excursion [resulting in damage to the 

airplane and hazards to persons or property 

on the ground]. 

* * * * * 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 


cprice-sewell on DSK2BSOYB1PROD with PROPOSALS
Federal Register / Vol. 75, No. 29 / Friday, February 12, 2010 / Proposed Rules 6863 

DATES: We must receive comments on 

this proposed AD by March 29, 2010. 

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 or 425–227–1152. 

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: 

Christopher Alfano, 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– 

7340; 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–2010–0039; Directorate Identifier 

2009–NM–239–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 have lengthened the 30-day 

comment period for proposed ADs that 

address MCAI originated by aviation 

authorities of other countries to provide 

adequate time for interested parties to 

submit comments. The comment period 

for these proposed ADs is now typically 

45 days, which is consistent with the 

comment period for domestic transport 

ADs. 

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 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2009–39, 

dated October 27, 2009 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced on CL–600–2B19 

(CRJ) aircraft, resulting in loss of the 

associated hydraulic system and high-energy 

impact damage to adjacent systems and 

structure. The lowest number of flight cycles 

accumulated at the time of failure, to date, 

has been 6991 flight cycles. 

Although there have been no failures to 

date on any CL–600–1A11, CL–600–2A12 or 

CL–600–2B16 aircraft, the same accumulators 

as those installed on the CL–600–2B19, Part 

Numbers (P/N) 08–60163–001, 08–60163– 

002, 08–60164–001 and 08–60164–002, are 

installed on some of the aircraft listed in the 

Applicability section of this directive. 

Notes: 

1. Earlier accumulators, P/Ns 2770571– 

102, 2770571–103, 2770571–104 and 

2770571–105, were installed in production 

on the following aircraft: CL–600–1A11 [all 

Serial Numbers (S/Ns)], CL–600–2A12 (all S/ 

Ns) and CL–600–2B16 (S/Ns 5001 through 

5194 and 5301 through 5524 only). These 

accumulators do not require inspection or 

replacement. However, if any of the 

accumulators with the above P/Ns have been 

replaced in-service by P/Ns 08–60163–001, 

08–60163–002, 08–60164–001 and 08– 

60164–002, these latter accumulators require 

replacement. 

2. The only accumulators ever installed on 

CL–600–2B16 aircraft, S/Ns 5525 through 

5665 and 5701 and subsequent, are P/Ns 08– 

60163–001, 08–60163–002, 08–60164–001 

and 08–60164–002; these accumulators 

require replacement. 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator, P/Ns 08–60163–001, 08–60163– 

002, 08–60164–001 and 08–60164–002, has 

been conducted. It has been identified that 

the worst case scenario would be failure of 

one of the brake accumulator screw caps/end 

caps, resulting in impact damage causing loss 

of both hydraulic systems No. 2 and No. 3, 

with consequent loss of both braking and 

nose wheel steering and the potential for a 

runway excursion [resulting in damage to the 

airplane and hazards to persons or property 

on the ground]. 

This directive gives instructions to perform 

identification and records checks, where 

applicable, and replace accumulators, P/Ns 

08–60163–001, 08–60163–002, 08–60164– 

001 and 08–60164–002, within the time 

compliance specified. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Bombardier has issued Service 

Bulletins 600–0742, 601–0597, 604–29– 

008, and 605–29–001, all Revision 01, 

all dated July 6, 2009. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

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. 

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. 


cprice-sewell on DSK2BSOYB1PROD with PROPOSALS
6864 Federal Register / Vol. 75, No. 29 / Friday, February 12, 2010 / Proposed Rules 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 340 products of U.S. 

registry. We also estimate that it would 

take about 20 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 $7,717 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 

$3,201,780, or $9,417 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 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); 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 proposed AD and placed it in the 

AD docket. 

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– 

0039; Directorate Identifier 2009–NM– 

239–AD. 

Comments Due Date 

(a) We must receive comments by March 

29, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the Bombardier, Inc. 

airplanes, certificated in any category, 

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

(c)(3) of this AD. 

(1) Model CL–600–1A11 (CL–600) 

airplanes, serial numbers 1004 through 1085 

inclusive; 

(2) CL–600–2A12 (CL–601) airplanes, serial 

numbers 3001 through 3066 inclusive; and 

(3) CL–600–2B16 (CL–601–3A, CL–601–3R, 

and CL–604) airplanes, serial numbers 5001 

through 5194 inclusive, 5301 through 5665 

inclusive, and 5701 and subsequent. 

Note 1: Some Model CL–600–2B16 (CL– 

604) airplanes might be referred to by the 

marketing designation CL–605. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 29: Hydraulic power. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced on CL–600–2B19 

(CRJ) aircraft, resulting in loss of the 

associated hydraulic system and high-energy 

impact damage to adjacent systems and 

structure. The lowest number of flight cycles 

accumulated at the time of failure, to date, 

has been 6991 flight cycles. 

Although there have been no failures to 

date on any CL–600–1A11, CL–600–2A12 or 

CL–600–2B16 aircraft, the same accumulators 

as those installed on the CL–600–2B19, Part 

Numbers (P/N) 08–60163–001, 08–60163– 

002, 08–60164–001 and 08–60164–002, are 

installed on some of the aircraft listed in the 

Applicability section of this directive. 

Notes: 

1. Earlier accumulators, P/Ns 2770571– 

102, 2770571–103, 2770571–104 and 

2770571–105, were installed in production 

on the following aircraft: CL–600–1A11 [all 

Serial Numbers (S/Ns)], CL–600–2A12 (all S/ 

Ns) and CL–600–2B16 (S/Ns 5001 through 

5194 and 5301 through 5524 only). These 

accumulators do not require inspection or 

replacement. However, if any of the 

accumulators with the above P/Ns have been 

replaced in-service by P/Ns 08–60163–001, 

08–60163–002, 08–60164–001 and 08– 

60164–002, these latter accumulators require 

replacement. 

2. The only accumulators ever installed on 

CL–600–2B16 aircraft, S/Ns 5525 through 

5665 and 5701 and subsequent, are P/Ns 08– 

60163–001, 08–60163–002, 08–60164–001 

and 08–60164–002; these accumulators 

require replacement. 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator, P/Ns 08–60163–001, 08–60163– 

002, 08–60164–001 and 08–60164–002, has 

been conducted. It has been identified that 

the worst case scenario would be failure of 

one of the brake accumulator screw caps/end 

caps, resulting in impact damage causing loss 

of both hydraulic systems No. 2 and No. 3, 

with consequent loss of both braking and 

nose wheel steering and the potential for a 

runway excursion [resulting in damage to the 

airplane and hazards to persons or property 

on the ground]. 

This directive gives instructions to perform 

identification and records checks, where 

applicable, and replace accumulators, P/Ns 

08–60163–001, 08–60163–002, 08–60164– 

001 and 08–60164–002, within the time 

compliance specified. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Actions 

(g) Do the following actions as applicable. 

(1) Within 50 flight hours after the effective 

date of this AD, inspect to determine the part 

numbers of the system accumulators 

numbers 1, 2, and 3 and brake accumulators 

numbers 2 and 3 that are installed on the 

airplane. A review of airplane maintenance 

records is acceptable in lieu of this 

inspection if the part number of the 

accumulator can be conclusively determined 

from that review. If all of the installed 

accumulators have P/N 2770571–102, 

2770571–103, 2770571–104, or 2770571–105, 

no further action is required by this AD. 

(2) At the applicable time in paragraph 

(g)(2)(i), (g)(2)(ii), or (g)(2)(iii) of this AD, 

replace the accumulator with a new 

accumulator with the same part number, in 


cprice-sewell on DSK2BSOYB1PROD with PROPOSALS
Federal Register / Vol. 75, No. 29 / Friday, February 12, 2010 / Proposed Rules 6865 

accordance with the Accomplishment Instructions of the applicable service bulletin 

listed in Table 1 of this AD. 

TABLE 1—SERVICE BULLETINS

Airplane model— 

Bombardier 

Service 

Bulletin— 

Revision— Dated— 

CL–600–1A11 (CL–600) ................................................................................................................. 600–0742 01 July 6, 2009. 

CL–600–2A12 (CL–601) ................................................................................................................. 601–0597 01 July 6, 2009. 

CL–600–2B16 (CL–601–3A, CL–601–3R variant).

CL–600–2B16 (CL–604 variant) ..................................................................................................... 604–29–008 01 July 6, 2009. 

CL–600–2B16 (CL–605) ................................................................................................................. 605–29–001 01 July 6, 2009. 

(i) For each accumulator (P/Ns 08–60163– 

001, 08–60163–002, 08–60164–001, and 08– 

60164–002) that has accumulated more than 

3,650 total flight cycles as of the effective 

date of this AD, replace the accumulator 

within 100 flight cycles after the effective 

date of this AD. 

(ii) For each accumulator (P/Ns 08–60163– 

001, 08–60163–002, 08–60164–001, and 08– 

60164–002) that has accumulated 3,650 total 

flight cycles or fewer as of the effective date 

of this AD, replace the accumulator before 

the accumulation of 3,750 total flight cycles 

on the accumulator. 

(iii) For each accumulator (P/Ns 08–60163– 

001, 08–60163–002, 08–60164–001, and 08– 

60164–002) for which it is not possible to 

determine the number of flight cycles 

accumulated, replace the accumulator within 

100 flight cycles after the effective date of 

this AD. 

(3) Thereafter, before the accumulation of 

3,750 total flight cycles on any accumulator 

having P/N 08–60163–001, 08–60163–002, 

08–60164–001, or 08–60164–002, replace the 

accumulator with a new accumulator having 

the same part number, in accordance with 

the Accomplishment Instructions of the 

applicable service bulletin listed in Table 1 

of this AD. 

(4) Replacement of an accumulator with a 

new accumulator having the same part 

number is also acceptable for compliance 

with the requirements of paragraph (g)(2) of 

this AD, if done before the effective date of 

this AD in accordance with the applicable 

service bulletin listed in Table 2 of this AD: 

TABLE 2—PREVIOUS SERVICE BULLETINS

Airplane model— 

Bombardier 

Service 

Bulletin— 

Dated— 

CL–600–1A11 (CL–600) .............................................................................................................................. 600–0742 November 10, 2008. 

CL–600–2A12 (CL–601) .............................................................................................................................. 601–0597 November 10, 2008. 

CL–600–2B16 (CL–601–3A, CL–601–3R variant).

CL–600–2B16 (CL–604 variant) .................................................................................................................. 604–29–008 November 10, 2008. 

CL–600–2B16 (CL–605) .............................................................................................................................. 605–29–001 November 10, 2008. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

(1) The MCAI specifies that certain 

airplanes do not need to be inspected for the 

part number; however, this AD requires that 

inspections be done on all airplanes to 

determine the part number. 

(2) The MCAI specifies to record the 

number of flight cycles accumulated on each 

affected part. This AD does not require that 

operators record the number of flight cycles. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

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

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. 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 

(i) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–39, dated October 27, 

2009, and the service bulletins listed in Table 

1 of this AD, for related information. 

Issued in Renton, Washington, on February 

5, 2010. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–2993 Filed 2–11–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0037; Directorate 

Identifier 2009–NM–240–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–700 (IGW) Series 

Airplanes Equipped With Auxiliary Fuel 

Tanks Installed in Accordance With 

Configuration 3 of Supplemental Type 

Certificate ST00936NY 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 


cprice-sewell on DSK2BSOYB1PROD with PROPOSALS