7998 Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Proposed Rules 

(ii) Inspect the electrical connectors of the 

PPRV and replace the connectors if damaged, 

and install a vibration isolator, P/N 05–7212– 

K023801, to the gearbox assembly. Use 

paragraphs 1 through 27 of Thielert SB No. 

TM TAE 125–0020, Revision 1, dated 

November 25, 2009, to do the inspection and 

installation. 

Repetitive PPRV Replacements 

(4) Thereafter, within every 300 flight 

hours, replace the PPRV with a PPRV, P/N 

NM–0000–0124501 or P/N 05–7212– 

K021401. 

FAA Differences 

(f) We have found it necessary to not 

reference the second paragraph of the unsafe 

condition from the MCAI EASA AD 2009– 

0224. That sentence stated that the problem 

has only manifested itself on those Thielert 

engines installed on Diamond Aircraft 

Industries DA 42 aircraft. The affected 

engines which require a PPRV could be used 

on other make and model airplanes in the 

future. 

(g) We also did not reference the February 

28, 2010 compliance date, which is in EASA 

AD 2009–0193R1, or the January 31, 2010 

compliance date which is in EASA AD 2009– 

0224. 

Alternative Methods of Compliance 

(AMOCs) 

(h) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(i) Refer to EASA AD 2009–0224, dated 

October 20, 2009 (TAE 125–02–99), and 

EASA AD 2009–0193R1, dated December 1, 

2009 (TAE 125–01), for related information. 

(j) Refer to Thielert SB No. TM TAE 125– 

1007 P1, Revision 2, dated April 29, 2009, 

and Thielert SB No. TM TAE 125–1009 P1, 

Revision 3, dated October 14, 2009 (TAE 

125–02–99), for related information. 

(k) Refer to Thielert SB No. TM TAE 125– 

0018, Revision 1, dated November 12, 2008, 

and Thielert SB No. TM TAE 125–0020, 

Revision 1, dated November 25, 2009 (TAE 

125–01), for related information. 

(l) Contact Thielert Aircraft Engines GmbH, 

Platanenstrasse 14 D–09350, Lichtenstein, 

Germany, telephone: +49–37204–696–0; fax: 

+49–37204–696–2912; e-mail: 

info@centurion-engines.com, for a copy of 

the service information referenced in this 

AD. 

(m) Contact Tara Chaidez, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: tara.chaidez@faa.gov; 

telephone (781) 238–7773; fax (781) 238– 

7199, for more information about this AD. 

Issued in Burlington, Massachusetts, on 

February 16, 2010. 

Francis A. Favara, 

Manager, Engine and Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–3484 Filed 2–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0714; Directorate 

Identifier 2009–NM–041–AD] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER) Model EMB–135 and –145, 

–145ER, –145MR, –145LR, –145XR, 

–145MP, and –145EP Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. 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: 

It was reported that after commanding the 

landing gear lever to down the three green 

landing gear positioning indication was 

displayed followed by the LG/LEVER 

DISAGREE EICAS [engine indicating and 

crew alerting system] message. The crew 

decided to continue the approach and 

landing procedure. As soon as the crew 

identified that the landing gear was not 

extended properly, a go-around procedure 

was successfully performed. During 

maneuver, the airplane settled momentarily 

onto the flaps and belly. 

* * * * * 

The unsafe condition is the landing 

gear remaining in the up and locked 

position during approach and landing. 

This condition could be accompanied 

by an invalid EICAS landing gear 

position indication, which could result 

in landing with gear in the up position 

and eliminate controllability of the 

airplane on the ground. This may 

consequently result in structural 

damage to the airplane. The proposed 

AD would require actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by March 22, 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 Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER), Technical Publications 

Section (PC 060), Av. Brigadeiro Faria 

Lima, 2170—Putim—12227–901 Sa ̃o 

Jose dos Campos—SP—BRASIL; 

telephone: +55 12 3927–5852 or +55 12 

3309–0732; fax: +55 12 3927–7546; email: distrib@embraer.com.br; Internet: 

http://www.flyembraer.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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANN–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

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–2009–0714; Directorate Identifier 

2009–NM–041–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 

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Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Proposed Rules 7999 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

August 19, 2009 (74 FR 41810). That 

earlier NPRM proposed to require 

actions intended to address the unsafe 

condition for the products listed above. 

Paragraph (c) of the original NPRM 

specifies that the AD applies to certain 

airplanes modified by certain Brazilian 

supplemental type certificates (STCs) 

and that are equipped with the affected 

part. Brazilian STCs do not apply to 

U.S. airplanes. The applicability of this 

supplemental NPRM would therefore 

not depend on accomplishment of the 

Brazilian STC. We have removed the 

reference to the Brazilian STCs from the 

applicability of this supplemental 

NPRM. We have coordinated this issue 

with Ageˆncia Nacional de Aviac ̧a ̃o Civil 

(ANAC), which is the airworthiness 

authority for Brazil. 

Relevant Service Information 

We have reviewed EMBRAER Service 

Bulletin 145–32–0120, Revision 02, 

dated February 17, 2009. The original 

NPRM cited EMBRAER Service Bulletin 

145–32–0120, Revision 01, dated 

November 4, 2008, as the appropriate 

source of service information for 

replacing the landing gear electronic 

unit (LGEU) with a new one having a 

new part number. EMBRAER Service 

Bulletin 145–32–0120, Revision 02, 

dated February 17, 2009, revises the 

effectivity but adds no new actions. We 

have revised paragraphs (g)(1) and (g)(3) 

(paragraphs (f)(1) and (f)(3) of the 

original NPRM) and Note 1 of this 

supplemental NPRM to refer to Revision 

02. We have also added EMBRAER 

Service Bulletin 145–32–0120, Revision 

01, dated November 4, 2008, to Table 1 

of this supplemental NPRM to provide 

credit for actions done in accordance 

with EMBRAER Service Bulletin 145– 

32–0120, Revision 01, dated November 

4, 2008. 

Comments 

We have considered the following 

comments received on the original 

NPRM. 

Request To Include Installation of LGEU 

Having Part Number (P/N) 355–022–003 

in the Aircraft Maintenance Manual 

American Eagle Airlines requests that 

we revise the original NPRM to also 

allow replacing the LGEU, in 

accordance with Section 32–32–01 Part 

II of the EMBRAER Aircraft 

Maintenance Manual (AMM), as an 

acceptable method of compliance with 

the requirements of paragraph (g) of the 

original NPRM. Paragraph (g) of the 

original NPRM would have required 

replacing LGEU having P/N 355–022– 

002 with P/N 355–002–003, in 

accordance with EMBRAER Service 

Bulletin 145–32–0120, Revision 01, 

dated November 4, 2008; or 145LEG– 

32–0032, Revision 02, dated February 

17, 2009; as applicable. 

We disagree with the request. Section 

32–32–01 of the EMBRAER AMM does 

not include all the actions specified in 

the Accomplishment Instructions of 

EMBRAER Service Bulletin 145–32– 

0120, Revision 01, dated November 4, 

2008; or 145LEG–32–0032, Revision 02, 

dated February 17, 2009. Neither the 

FAA nor the Brazilian authorities 

approve the AMM. However, operators 

may apply for an alternative method of 

compliance in accordance with the 

provisions specified in paragraph (h)(1) 

of this supplemental NPRM. No change 

has been made to this supplemental 

NPRM in this regard. 

Request To Revise Compliance Times 

The Airline Pilots Association 

requests that we revise the compliance 

times to 12 months for replacing all 

LGEUs. The original NPRM specifies 

replacing LGEUs having P/N 355–022– 

002 having serial numbers (S/Ns) 1000 

through 1999 with new LGEUs having 

P/N 355–022–003 within 12 months 

after the effective date of the AD. It also 

specifies replacing LGEUs having P/N 

355–022–002 having other serial 

numbers with new LGEUs having P/N 

355–022–003 within 30 months after the 

effective date of this AD. The 

commenter provides no justification for 

this request. 

We disagree with the request to revise 

the compliance times. All LGEUs 

identified in this AD have the potential 

to fail. However, according to the 

manufacturer’s data, LGEUs having P/N 

1000 through 1999 have certain internal 

components that could fail sooner than 

the internal components of the other 

LGEUs. For this reason LGEUs having 

P/N 1000 through 1999 should be 

removed and replaced sooner than the 

other LGEUs. By replacing LGEUs 

having P/N 1000 through 1999 sooner as 

a result of a shorter compliance time, 

the same level of safety for all operators 

of the affected airplane is maintained. 

No change has been made to this 

supplemental NPRM in this regard. 

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. 

Certain changes described above 

expand the scope of the earlier NPRM. 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this proposed 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 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. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the original NPRM, 

we have increased the labor rate used in 

the Costs of Compliance from $80 per 

work-hour to $85 per work-hour. The 

Costs of Compliance information, 

below, reflects this increase in the 

specified hourly labor rate. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 711 products of U.S. 

registry. We also estimate that it would 

take about 2 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 $0 per product. 

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8000 Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Proposed Rules 

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 $120,870, or $170 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: 

Empresa Brasileira de Aeronautica S.A. 

(EMBRAER): Docket No. FAA–2009– 

0714; Directorate Identifier 2009–NM– 

041–AD. 

Comments Due Date 

(a) We must receive comments by March 

22, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Empresa Brasileira 

de Aeronautica S.A. (EMBRAER) Model 

EMB–135BJ, –135ER, –135KE, –135KL, 

–135LR, –145, –145ER, –145MR, –145LR, 

–145XR, –145MP, and –145EP airplanes; 

certificated in any category; equipped with 

landing gear electronic unit (LGEU) having 

part number (P/N) 355–022–002. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

It was reported that after commanding the 

landing gear lever to down the three green 

landing gear positioning indication was 

displayed followed by the LG/LEVER 

DISAGREE EICAS [engine indicating and 

crew alerting system] message. The crew 

decided to continue the approach and 

landing procedure. As soon as the crew 

identified that the landing gear was not 

extended properly, a go-around procedure 

was successfully performed. During 

maneuver, the airplane settled momentarily 

onto the flaps and belly. 

* * * * * 

The unsafe condition is the landing gear 

remaining in the up and locked position 

during approach and landing. This condition 

could be accompanied by an invalid EICAS 

landing gear position indication, which 

could result in landing with gear in the up 

position and eliminate controllability of the 

airplane on the ground. This may 

consequently result in structural damage to 

the airplane. Required actions include 

replacing the LGEU with a new one having 

a new part number. 

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) Unless already done, do the following 

actions: 

(1) Within 12 months after the effective 

date of this AD, replace any LGEU having P/ 

N 355–022–002 having a serial number (S/N) 

1000 through 1999 inclusive with a new 

LGEU having P/N 355–022–003, in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

145–32–0120, Revision 02, dated February 

17, 2009; or 145LEG–32–0032, Revision 02, 

dated February 17, 2009; as applicable. 

(2) As of 12 months after the effective date 

of this AD, no person may install on any 

airplane an LGEU having a P/N 355–022–002 

having a S/N 1000 through 1999 inclusive. 

(3) Within 30 months after the effective 

date of this AD, replace any LGEU having P/ 

N 355–022–002 having a serial number not 

identified in paragraph (g)(1) of this AD, with 

a new LGEU having P/N 355–022–003, in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

145–32–0120, Revision 02, dated February 

17, 2009; or 145LEG–32–0032, Revision 02, 

dated February 17, 2009; as applicable. 

(4) As of 30 months after the effective date 

of this AD, no person may install on any 

airplane an LGEU having a P/N 355–022–002 

and a serial number not identified in 

paragraph (g)(1) of this AD. 

(5) Replacing the LGEU is also acceptable 

for compliance with the requirements of 

paragraph (g) of this AD if done before the 

effective date of this AD in accordance with 

one of the service bulletins identified in 

Table 1 of this AD: 

TABLE 1—CREDIT SERVICE BULLETINS

Embraer Service 

Bulletin— Revision— Dated— 

145LEG–32–0032 .............................................. Original ............................................................. October 8, 2008. 

145LEG–32–0032 .............................................. 01 ...................................................................... November 4, 2008. 

145–32–0120 ..................................................... Original ............................................................. September 15, 2008. 

145–32–0120 ..................................................... 01 ...................................................................... November 4, 2008. 

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FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although EMBRAER Service Bulletins 

145LEG–32–0032, Revision 02, dated 

February 17, 2009; and 145–32–0120, 

Revision 02, dated February 17, 2009; specify 

that no person may install on any airplane an 

LGEU having P/N 355–022–002 as of 30 

months after the effective date of this AD, we 

have determined that no LGEU having P/N 

355–022–002 with a S/N 1000 through 1999 

inclusive may be installed as of 12 months 

after the effective date of this AD. Allowing 

installation of those serial numbers beyond 

12 months would not address the identified 

unsafe condition and ensure an adequate 

level of safety. This difference has been 

coordinated with the Ageˆncia Nacional de 

Aviac ̧a ̃o Civil (ANAC). 

Other FAA AD Provisions 

(h) 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. 

(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 FAAapproved 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 ANAC Airworthiness 

Directive 2009–01–01, effective January 8, 

2009, as corrected by Brazilian Airworthiness 

Directive Errata, effective January 20, 2009; 

and Embraer Service Bulletins 145–32–0120, 

Revision 02, dated February 17, 2009; and 

145LEG–32–0032, Revision 02, dated 

February 17, 2009; for related information. 

Issued in Renton, Washington, on February 

16, 2010. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–3441 Filed 2–22–10; 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] 

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: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Hawker Beechcraft Corporation Model 

390 airplanes. This proposed AD would 

require you to inspect the essential bus 

lightning strike protection for proper 

installation of metal oxide varistor 

(MOV) and spark gap wiring. This 

proposed AD would also require you to 

rework the wiring as necessary to 

achieve the required lightning strike/ 

surge protection. This proposed AD 

results from a report that the wires to 

the MOV and spark gap were swapped. 

We are proposing 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: We must receive comments on 

this proposed AD by April 9, 2010. 

ADDRESSES: Use one of the following 

addresses to comment on this proposed 

AD: 

• 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 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this proposed 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/. 

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; email: kevin.schwemmer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under the 

ADDRESSES section. Include the docket 

number, ‘‘FAA–2010–0158; Directorate 

Identifier 2010–CE–006–AD’’ at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the proposed AD. We will consider all 

comments received by the closing date 

and may amend the proposed AD in 

light of those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

concerning this proposed AD. 

Discussion 

We received a report that on a Hawker 

Beechcraft Corporation Model 390 

airplane the wires to the MOV and spark 

gap were swapped. The swapped wires 

were discovered during an inspection 

following a lightning strike. The spark 

gap has a higher current carrying 

capability than the MOV and is 

designed to carry direct currents caused 

by a lightning strike. In the event of a 

lightning strike, the potential exists to 

overload the MOV and allow an 

electrical spike to pass through to the 

essential bus. 

mstockstill on DSKH9S0YB1PROD with PROPOSALS