37994 Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0039; Directorate 

Identifier 2009–NM–239–AD; Amendment 

39–16350; AD 2010–14–05] 

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), 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: 

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]. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

August 5, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 5, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

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 February 12, 2010 (75 FR 

6862). That NPRM proposed 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. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request to Revise the AD to Allow 

Replacement of Accumulators With an 

Overhauled or Refurbished Unit 

Bombardier Aerospace requests that 

we revise the NPRM to allow 

replacement of the accumulator with 

either a new accumulator with the same 

part number, or an overhauled 

accumulator with the same part number 

containing a T-suffix, in accordance 

with a future revision of the applicable 

service bulletin listed in the following 

table ‘‘Service Bulletins.’’ Bombardier 

states that Transport Canada Civil 

Aviation (TCCA) has been notified of 

this upcoming change, and a similar 

request will be made to revise Canadian 

Airworthiness Directive CF–2009–39, 

dated October 27, 2009. 

SERVICE BULLETINS

Bombardier 

service bulletin— Revision— Dated— 

600–0742 ........ 01 July 6, 2009. 

601–0597 ........ 01 July 6, 2009. 

604–29–008 .... 01 July 6, 2009. 

605–29–001 .... 01 July 6, 2009. 

We agree with the request to revise 

the AD. Since the NPRM was issued, 

Bombardier has issued Revision 02 of 

the service bulletins, as specified in 

Table 1 of this AD. These revised 

service bulletins allow for the 

replacement of the accumulators with 

an overhauled or refurbished unit 

identified by a ‘‘T’’ or ‘‘TNA’’ suffix. 

Paragraph (g) of this AD has been 

changed accordingly. 

Request for Confirmation of 

Compliance Time 

Pittco, Inc., requests confirmation that 

a calendar or schedule requirement for 

the replacement of the system 

accumulators will not be added. The 

commenter states that according to the 

compliance time in the proposed AD, 

airplanes with low flight cycles could 

take many years to reach the threshold 

to replace the accumulator. The 

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Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Rules and Regulations 37995 

commenter wants to confirm that this 

compliance time is acceptable and will 

not be changed to a calendar or 

schedule requirement. 

We confirm that accumulator failures 

are based on flight cycles and not 

calendar schedule. The compliance 

times for this AD are based on a 

parameter related to failure of a 

particular component. In this case the 

failure of an accumulator screw cap or 

end cap is related to the number of 

flight cycles. Therefore, this AD 

includes no calendar or schedule 

requirement. No change has been made 

to the AD in this regard. 

Request for Clarification of Compliance 

Time 

Pittco, Inc., requests clarification 

regarding the manufacturer’s 

compliance time for replacing the 

accumulator. The commenter states that 

the service bulletin recommends not 

replacing the accumulator earlier than at 

the due cycles. 

We agree that clarification is 

necessary. The manufacturer’s 

recommendation was based on the 

availability of parts. According to the 

MCAI and this AD, replacement of the 

accumulators is required ‘‘within’’ the 

applicable number of flight cycles, 

rather than the service bulletin’s 

compliance time of replacing the 

accumulators ‘‘at’’ 3,750 landings. 

Operators are permitted to accomplish 

the requirements of this AD before the 

specified compliance time. No change 

has been made to the AD in this regard. 

Request for Clarification of Inspections 

in the Original and Revision 01 of 

Bombardier Service Bulletin 601–0597 

Pittco, Inc., requests a change of 

wording to state that Bombardier 

Service Bulletin 601–0597, dated 

November 10, 2008, specifies an 

inspection; and that Bombardier Service 

Bulletin 601–0597, Revision 01, dated 

July 6, 2009, does not specify an 

inspection, but merely provides data for 

replacement of the accumulators. The 

commenter requests that stronger 

language be incorporated to clarify the 

difference. 

We find that clarification is necessary. 

The actions required by paragraph (g) of 

the AD include an inspection, which is 

not specified in Revision 01 of the 

applicable service bulletin specified in 

Table 2 of this AD, to determine if the 

airplane has an affected accumulator. If 

the airplane has an affected 

accumulator, it must be replaced within 

the specified number of flight cycles. 

Credit for the previous accomplishment 

of the original version of the applicable 

service bulletin specified in Table 2 of 

this AD as noted in paragraph (g)(4) of 

the AD, is for the replacement of an 

accumulator with a new accumulator 

having the same part number, which is 

also acceptable for compliance with the 

requirements of paragraph (g)(2) of the 

AD. An ultrasonic inspection for 

cracking, which was specified in the 

original version of the applicable service 

bulletins specified in Table 2 of this AD, 

was removed from Revision 01 of these 

service bulletins, and is no longer 

required. No change has been made to 

the AD in this regard. 

Request for Addition of Equivalent Part 

Numbers to AD 

Pittco, Inc., requests the addition of 

equivalent part numbers to the proposed 

AD. The commenter states that 

Bombardier and its vendors use the 

terms ‘‘specification numbers’’ and ‘‘part 

numbers’’ synonymously, which is not 

consistent with the service bulletins 

listed in Table 1 of the NPRM. The 

commenter states that there are other 

identification numbers that are likely to 

be found during a review of the 

maintenance records. The commenter 

states that the service bulletins listed in 

Table 1 of the NPRM have tables that 

specify equivalent Bombardier part 

numbers. The commenter requests that 

the equivalent part numbers be added to 

the AD. 

We agree. This AD requires an 

inspection to determine the part 

numbers of the system accumulators 

that are installed on the airplane. This 

AD also states that 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. The 

service bulletins listed in Table 1 of this 

AD list the equivalent Bombardier 

accumulator part numbers to identify 

the suspect system accumulators; 

therefore, we have added those 

equivalent part numbers in parentheses 

in paragraphs (g)(2)(i), (g)(2)(ii), 

(g)(2)(iii), and (g)(3) of this AD. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

340 products of U.S. registry. We also 

estimate that it will take about 20 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 $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 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 

$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 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. 

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37996 Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Rules and Regulations 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2010–14–05 Bombardier, Inc.: Amendment 

39–16350. Docket No. FAA–2010–0039; 

Directorate Identifier 2009–NM–239–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective August 5, 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) Bombardier, Inc. Model CL–600–1A11 

(CL–600) airplanes, serial numbers 1004 

through 1085 inclusive; 

(2) Bombardier, Inc. CL–600–2A12 (CL– 

601) airplanes, serial numbers 3001 through 

3066 inclusive; and 

(3) Bombardier, Inc. 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 in the 

applicable service bulletins listed in Table 1 

of this AD. 

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. * * * 

* * * * * 

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]. 

* * * * * 

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, 

overhauled, or refurbished accumulator with 

the same part number, in 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 02 May 10, 2010. 

CL–600–2A12 (CL–601), CL–600–2B16 (CL–601–3A, CL–601–3R variant) ............... 601–0597 02 May 10, 2010. 

CL–600–2B16 (CL–604 variant) .................................................................................... 604–29–008 02 May 10, 2010. 

CL–600–2B16 (CL–605) ................................................................................................ 605–29–001 02 May 10, 2010. 

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

60163–001 (601R75138–1), 08–60163–002 

(601R75138–1), 08–60164–001 (601R75138– 

3), and 08–60164–002 (601R75138–3), as 

applicable, 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 having P/N 08– 

60163–001 (601R75138–1), 08–60163–002 

(601R75138–1), 08–60164–001 (601R75138– 

3), and 08–60164–002 (601R75138–3), as 

applicable, 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 having P/N 08– 

60163–001 (601R75138–1), 08–60163–002 

(601R75138–1), 08–60164–001 (601R75138– 

3), and 08–60164–002 (601R75138–3), as 

applicable, 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/Ns 08–60163–001 (601R75138–1), 

08–60163–002 (601R75138–1), 08–60164– 

001 (601R75138–3), and 08–60164–002 

(601R75138–3), as applicable, replace the 

accumulator with a new, overhauled, or 

refurbished accumulator having the same 

part number, in accordance with the 

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Accomplishment Instructions of the 

applicable service bulletin listed in Table 1 

of this AD. 

Note 2: The part numbers in parentheses in 

paragraphs (g)(2)(i), (g)(2)(ii), (g)(2)(iii), and 

(g)(3) of this AD, are equivalent specification 

part numbers, as specified in 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— 

Revision— Dated— 

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

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

CL–600–2A12 (CL–601), CL–600–2B16 (CL–601–3A, CL–601–3R variant) ................ 601–0597 Original ......... November 10, 2008. 

CL–600–2A12 (CL–601), CL–600–2B16 (CL–601–3A, CL–601–3R variant) ................ 601–0597 01 ................. July 6, 2009. 

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

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

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

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

FAA AD Differences 

Note 3: 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. 

Material Incorporated by Reference 

(j) You must use the service information 

contained in Table 3 of this AD, 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 Coˆte 

Vertu 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. 

TABLE 3—MATERIAL INCORPORATED

BY REFERENCE

Bombardier 

service 

bulletin— 

Revision— Dated— 

600–0742 ........ 02 May 10, 2010. 

601–0597 ........ 02 May 10, 2010. 

604–29–008 .... 02 May 10, 2010. 

605–29–001 .... 02 May 10, 2010. 

Issued in Renton, Washington, on June 17, 

2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–15845 Filed 6–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0906; Directorate 

Identifier 2009–NM–075–AD; Amendment 

39–16343; AD 2010–13–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747– 

400D, 747–400F, 747SR, and 747SP 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 747 series airplanes. This AD 

requires replacing the power control 

relays for the main tank fuel boost 

pumps and jettison pumps, and the 

center tank scavenge pump, as 

applicable, with new relays having a 

ground fault interrupt (GFI) feature. 

This AD also requires revising the 

maintenance program to incorporate 

Airworthiness Limitations (AWLs) 28– 

AWL–23 (for Model 747–100, 747– 

100B, 747–100B SUD, 747–200B, 747– 

200C, 747–200F, 747–300, 747SP, and 

747SR series airplanes), and AWLs 28– 

AWL–28 and 28–AWL–29 (for Model 

747–400, 747–400D, and 747–400F 

WReier-Aviles on DSKGBLS3C1PROD with RULES