426 Federal Register / Vol. 76, No. 3 / Wednesday, January 5, 2011 / Rules and Regulations 

TABLE 1—ALL MATERIAL INCORPORATED BY REFERENCE

Document Date 

Fokker Service Bulletin SBF100–27–091 ................................................................................................................................ August 31, 2007. 

Fokker Service Bulletin SBF100–27–092 ................................................................................................................................ April 27, 2009. 

Goodrich Service Bulletin 23100–27–29 ................................................................................................................................. November 14, 2008. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Fokker Service Bulletin SBF100–27–092, 

dated April 27, 2009; and Goodrich Service 

Bulletin 23100–27–29, dated November 14, 

2008; under 5 U.S.C. 552(a) and 1 CFR part 

51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Fokker Service Bulletin SBF100– 

27–091, dated August 31, 2007, on December 

26, 2008 (73 FR 70261, November 20, 2008). 

(3) For Fokker service information 

identified in this AD, contact Fokker Services 

B.V., Technical Services Dept., P.O. Box 231, 

2150 AE Nieuw-Vennep, the Netherlands; 

telephone +31 (0)252–627–350; fax +31 

(0)252–627–211; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.com. For 

Goodrich service information identified in 

this AD, contact Goodrich Corporation, 

Landing Gear, 1400 South Service Road, 

West Oakville L6L 5Y7, Ontario, Canada; 

telephone 905–825–1568; e-mail 

jean.breed@goodrich.com; Internet http:// 

www.goodrich.com/TechPubs. 

(4) 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. 

(5) 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 

December 17, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–32990 Filed 1–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0855; Directorate 

Identifier 2010–NM–066–AD; Amendment 

39–16566; AD 2011–01–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–300, –400, and 

–500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. That AD 

currently requires repetitive inspections 

for discrepancies of the fuse pins of the 

inboard and outboard midspar fittings of 

the nacelle strut, and corrective actions 

if necessary. This new AD requires 

replacing the midspar fuse pins with 

new, improved fuse pins, which would 

terminate the repetitive inspections. 

This AD was prompted by a report of 

corrosion damage of the chrome runout 

on the head side found on all four 

midspar fuse pins of the nacelle strut. 

Additionally, a large portion of the 

chrome plate was missing from the 

corroded area of the shank. We are 

issuing this AD to prevent damage of the 

fuse pins of the inboard and outboard 

midspar fittings of the nacelle strut, 

which could result in reduced structural 

integrity of the fuse pins, and 

consequent loss of the strut and 

separation of the engine from the 

airplane. 

DATES: This AD is effective February 9, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of February 9, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of November 13, 2008 (73 FR 

59493, October 9, 2008). 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket 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 address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6450; fax (425) 917–6590; 

e-mail: alan.pohl@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede airworthiness 

directive (AD) 2008–21–03, Amendment 

39–15687 (73 FR 59493, October 9, 

2008). That AD applies to the specified 

products. The NPRM published in the 

Federal Register on September 23, 2010 

(75 FR 57882). That NPRM proposed to 

continue to require repetitive 

inspections for discrepancies of the fuse 

pins of the inboard and outboard 

midspar fittings of the nacelle strut, and 

corrective actions if necessary. That 

NPRM also proposed to require 

replacing the midspar fuse pins with 

new, improved fuse pins, which would 

terminate the requirement for repetitive 

detailed inspections. 

WReier-Aviles on DSKGBLS3C1PROD with RULES

Federal Register / Vol. 76, No. 3 / Wednesday, January 5, 2011 / Rules and Regulations 427 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

Boeing supports the NPRM. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

There are about 1,961 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per 

airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

Repetitive detailed inspections 

(required by AD 2008–21– 

03).

4 ..................... $85 None ................. $340, per inspection 

cycle.

616 $209,440, per inspection cycle. 

Midspar fuse pin replacement 

(new action).

1 per pin (up 

to 4 pins per 

airplane).

85 $843 per pin ..... Up to $3,712 .. 616 Up to $2,286,592. 

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 have 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 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 

removing airworthiness directive (AD) 

2008–21–03, Amendment 39–15687 

(73 FR 59493, October 9, 2008), and 

adding the following new AD: 

2011–01–12 The Boeing Company: 

Amendment 39–16566; Docket No. 

FAA–2010–0855; Directorate Identifier 

2010–NM–066–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective February 9, 2011. 

Affected ADs 

(b) This AD supersedes AD 2008–21–03, 

Amendment 39–15687. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–300, –400, and –500 

series airplanes, certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 54: Nacelles/Pylons. 

Unsafe Condition 

(e) This AD results from a report of 

corrosion damage of the chrome runout on 

the head side found on all four midspar fuse 

pins of the nacelle strut. Additionally, a large 

portion of the chrome plate was missing from 

the corroded area of the shank. The Federal 

Aviation Administration is issuing this AD to 

prevent damage of the fuse pins of the 

inboard and outboard midspar fittings of the 

nacelle strut, which could result in reduced 

structural integrity of the fuse pins, and 

consequent loss of the strut and separation of 

the engine from the airplane. 

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. 

Restatement of Requirements of AD 2008– 

21–03 

Repetitive Inspections/Corrective Actions, 

With Revised Service Information 

(g) At the applicable time specified in 

paragraph 1.E., ‘‘Compliance’’ of Boeing 

Special Attention Service Bulletin 737–54– 

1044, dated December 10, 2007; except, 

where that service bulletin specifies a 

compliance time after the date on that service 

bulletin, this AD requires compliance within 

the specified compliance time after 

November 13, 2008 (the effective date of AD 

2008–21–03): Do a detailed inspection for 

discrepancies of the fuse pins of the inboard 

and outboard midspar fittings of the nacelle 

strut by doing all the actions, including all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–54–1044, dated December 10, 2007; or 

Boeing Alert Service Bulletin 737–54A1044, 

Revision 2, dated January 20, 2010. Do all 

applicable corrective actions before further 

flight. Repeat the inspection at the time 

specified in paragraph 1.E. of Boeing Special 

Attention Service Bulletin 737–54–1044, 

dated December 10, 2007. Accomplishing the 

actions of paragraph (h) of this AD terminates 

the requirements of this paragraph. 

WReier-Aviles on DSKGBLS3C1PROD with RULES

428 Federal Register / Vol. 76, No. 3 / Wednesday, January 5, 2011 / Rules and Regulations 

New Requirements of This AD 

Replacement 

(h) Within 120 months after the effective 

date of this AD, replace all midspar fuse pins 

having part number (P/N) 311A1092–2 with 

a midspar fuse pin having P/N 311A1092–3, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–54A1044, Revision 2, dated January 20, 

2010. Accomplishing the requirements of this 

paragraph terminates the requirements of 

paragraph (g) of this AD for that fuse pin. 

Actions Accomplished According to 

Previous Revision of Service Information 

(i) Actions done before the effective date of 

this AD in accordance with Boeing Special 

Attention Service Bulletin 737–54–1044, 

Revision 1, dated November 26, 2008, are 

acceptable for compliance with the 

corresponding requirements of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(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. Send information to ATTN: Alan 

Pohl, Aerospace Engineer, Airframe Branch, 

ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6450; fax (425) 917–6590. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. 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. 

(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, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved in accordance with 

the requirements of AD 2008–21–03 are 

acceptable for the corresponding 

requirements of this AD. 

Related Information 

(k) For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6450; fax (425) 

917–6590; e-mail: alan.pohl@faa.gov. 

Material Incorporated by Reference 

(l) You must use Boeing Special Attention 

Service Bulletin 737–54–1044, dated 

December 10, 2007; or Boeing Alert Service 

Bulletin 737–54A1044, Revision 2, dated 

January 20, 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 

Boeing Alert Service Bulletin 737–54A1044, 

Revision 2, dated January 20, 2010, under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Special Attention Service 

Bulletin 737–54–1044, dated December 10, 

2007, on November 13, 2008 (73 FR 59493, 

October 9, 2008). 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the service 

information at the FAA, 1601 Lind Avenue, 

SW., Renton, Washington. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

(5) 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 an NARA facility, 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 

December 22, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–33003 Filed 1–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0959; Directorate 

Identifier 2010–NM–119–AD; Amendment 

39–16564; AD 2011–01–10] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model BD–700–1A10 and BD–700– 

1A11 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: 

There have been two in-service reports of 

main landing gear (MLG) tire failure on 

landing, during which a flailing tire tread 

caused damage to No. 2 and No. 3 hydraulic 

system lines in the wing auxiliary spar area 

on the left side of the aircraft. This damage 

resulted in the loss of supply pressure to the 

inboard and outboard brakes, as the only 

remaining braking source available was the 

No. 3 hydraulic system accumulator. The 

degradation of the brake system performance 

could adversely affect the aircraft during 

landing. 

* * * * * 

The unsafe condition is loss of braking 

capability, which could reduce the 

ability of the flightcrew to safely land 

the airplane. We are issuing this AD to 

require actions to correct the unsafe 

condition on these products. 

DATES: This AD becomes effective 

February 9, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 9, 2011. 

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: 

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: 

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 October 15, 2010 (75 FR 

63420). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

There have been two in-service reports of 

main landing gear (MLG) tire failure on 

landing, during which a flailing tire tread 

caused damage to No. 2 and No. 3 hydraulic 

system lines in the wing auxiliary spar area 

on the left side of the aircraft. This damage 

resulted in the loss of supply pressure to the 

inboard and outboard brakes, as the only 

remaining braking source available was the 

No. 3 hydraulic system accumulator. The 

degradation of the brake system performance 

could adversely affect the aircraft during 

landing. 

WReier-Aviles on DSKGBLS3C1PROD with RULES