38988 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 

and 50.92 also issued under Public Law 97– 

415, 96 Stat. 2073 (42 U.S.C. 2239). Section 

50.78 also issued under sec. 122, 68 Stat. 939 

(42 U.S.C. 2152). Sections 50.80—50.81 also 

issued under sec. 184, 68 Stat. 954, as 

amended (42 U.S.C. 2234). Appendix F also 

issued under sec. 187, 68 Stat. 955 (42 U.S.C. 

2237). 

2. In § 50.55a, paragraph 

(g)(6)(ii)(D)(4)(ii) is revised to read as 

follows: 

§ 50.55a Codes and Standards 

* * * * * 

(g) * * * 

(6) * * * 

(ii) * * * 

(D) * * * 

(4) * * * 

(ii) The specimen set must have a 

minimum of ten (10) flaws which 

provide an acoustic response similar to 

PWSCC indications. All flaws must be 

greater than 10 percent of the nominal 

pipe wall thickness. A minimum of 20 

percent of the total flaws must initiate 

from the inside surface and 20 percent 

from the outside surface. At least 20 

percent of the flaws must be in the 

depth ranges of 10–30 percent through 

wall thickness and at least 20 percent 

within depth range of 31–50 percent 

through wall thickness. At least 20 

percent and no more that 60 percent of 

the flaws must be oriented axially. 

* * * * * 

Dated at Rockville, Maryland, this 24th day 

of July 2009. 

For the Nuclear Regulatory Commission, 

Bruce S. Mallett, 

Acting Executive Director for Operations. 

[FR Doc. E9–18549 Filed 8–4–09; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–29087; Directorate 

Identifier 2007–NM–094–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800 and 

–900 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for certain Boeing Model 737–600, –700, 

–700C, –800 and –900 series airplanes. 

The original NPRM would have 

required repetitive lubrication of the left 

and right main landing gear (MLG) 

forward trunnion pins; and an 

inspection for discrepancies of the 

transition radius, lead-in chamfer, and 

cross bolt bore of the MLG forward 

trunnion pins, and repair or 

replacement if necessary. Doing the 

applicable inspections and repairs/ 

replacements, or overhauling the 

trunnion pins as proposed in the 

original NPRM, would end the 

repetitive lubrication requirements of 

this proposed AD. The original NPRM 

resulted from a report that the protective 

finishes on the forward trunnion pins 

for the left and right MLG might have 

been damaged during final assembly. 

This action revises the original NPRM 

by changing the inspection of the 

trunnion pins to allow inspection insitu. If a certain repair is done, this 

action would require repetitive 

inspections for discrepancies of the 

transition radius. We are proposing this 

supplemental NPRM to prevent cracking 

of the forward trunnion pin, which 

could result in fracture of the pin and 

consequent collapse of the MLG. 

DATES: We must receive comments on 

this supplemental NPRM by August 31, 

2009. 

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 

W12–140, 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 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 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 Management Facility 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 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. 

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–2007–29087; Directorate Identifier 

2007–NM–094–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 because 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 

about this proposed AD. 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) (the ‘‘original 

NPRM’’) to amend 14 CFR part 39 to 

include an airworthiness directive (AD) 

that would apply to certain Boeing 

Model 737–600, –700, –700C, –800 and 

–900 series airplanes. That original 

NPRM was published in the Federal 

Register on August 31, 2007 (72 FR 

50292). That original NPRM proposed to 

require repetitive lubrication of the left 

and right main landing gear (MLG) 

forward trunnion pins; and an 

inspection for discrepancies of the 

transition radius, lead-in chamfer, and 

cross bolt bore of the MLG forward 

trunnion pins, and repair or 

replacement if necessary. The NPRM 

specified that the applicable inspections 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 38989 

and repairs/replacements, or 

overhauling the trunnion pins, ends the 

repetitive lubrication requirements of 

this AD. 

Actions Since Original NPRM Was 

Issued 

We referred to Boeing Service Bulletin 

737–32–1376, Revision 1, dated March 

19, 2007, as the appropriate source of 

service information for accomplishing 

the actions proposed in the original 

NPRM. Since we issued the original 

NPRM, Boeing issued Service Bulletin 

737–32–1376, Revision 2, dated August 

6, 2008, to provide procedures for an insitu detailed inspection for 

discrepancies of transition radius of the 

MLG forward trunnion pins, and for insitu repair of the protective finish of the 

forward trunnion pin transition radius. 

Revision 2 of the service bulletin also 

provides procedures for inspecting the 

lead-in chamfer and the cross bolt bore 

with the MLG removed. Revision 2 of 

the service bulletin also includes new 

cost information. For airplanes on 

which the repair specified in Part 4 of 

Revision 2 of the service bulletin is 

done, the service bulletin provides 

procedures for repetitive inspections of 

the transition radius until the trunnion 

pin is overhauled or replaced. 

Boeing Service Bulletin 737–32–1376, 

Revision 2, dated August 6, 2008, 

specifies that no more work is necessary 

on airplanes changed in accordance 

with Boeing Service Bulletin 737–32– 

1376, Revision 1, dated March 19, 2007. 

In Boeing Service Bulletin 737–32– 

1376, Revision 2, dated August 6, 2008, 

the threshold has been changed to 120 

months for doing the in-situ detailed 

inspection of the lead-in chamfer and 

cross-bolt bore for any airplane on 

which a trunnion pin is not replaced. 

Clarification of Service Bulletin 

In paragraph 1.E., ‘‘Compliance’’ of 

Boeing Service Bulletin 737–32–1376, 

Revision 2, dated August 6, 2008, note 

(d) of Table 1 and note (a) of Table 2 

state that repair of the trunnion pin in 

accordance with the Boeing 737 

Component Maintenance Manual 

(CMM) 57–15–01 meets ‘‘all compliance 

requirements of this service bulletin for 

that pin only.’’ However, operators 

should note that an overhaul of the 

entire pin rather than a local repair is 

necessary to comply with the 

requirements of this proposed AD. 

Explanation of Additional Paragraph in 

the Supplemental NPRM 

We have added a new paragraph (d) 

to this supplemental NPRM to provide 

the Air Transport Association (ATA) of 

America code. This code is added to 

make this supplemental NPRM parallel 

with other new AD actions. We have 

reidentified subsequent paragraphs 

accordingly. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Agreement with Lubrication Task 

Air Transport Association (ATA), on 

behalf of its member American Airlines 

(AA), agrees with the lubrication task 

required every 30 days. 

Requests to Reduce Burden on 

Operators 

We received several comments 

regarding the burden on operators 

imposed by the actions proposed in the 

original NPRM. These commenters note 

the difficulty and expense of 

accomplishing certain inspections, and 

request we reduce that burden as 

follows: 

• Southwest Airlines and Continental 

Airlines request that we clarify the 

original NPRM to note that the 

inspections of the transition radius do 

not require removing the MLG. 

Southwest also requests that we revise 

the compliance time from 96 months to 

120 months for some inspections of the 

trunnion pin, and that we postpone the 

issuance of the final rule pending 

development of a new inspection 

procedure. Continental states that the 

complexity of the inspections will affect 

the operation of the airline by removing 

multiple airplanes from service. 

• ATA, on behalf of AA, states that 

the cost impact is grossly 

underestimated, and that the costs to 

AA alone will be over $1.7 million, 

including out-of-service revenue costs. 

We agree that requiring operators to 

remove the MLG in order to do the 

actions proposed in the original NPRM 

could impose an undue burden. The 

proposed requirement to remove the 

MLG could severely affect the airlines 

by forcing multiple airplanes to be out 

of service at the same time. As a result 

of the comments we received, we held 

a multi-operator meeting. Boeing, the 

FAA, and several operators attended the 

meeting. Operators provided Boeing 

with new inspection data from airplanes 

that had already been inspected. Boeing 

evaluated the data and, in cooperation 

with the airlines, developed an 

alternative inspection procedure that 

does not require removal of the MLG. 

That alternative procedure is specified 

in Boeing Service Bulletin 737–32– 

1376, Revision 2, dated August 6, 2008, 

described above. We have included that 

alternative procedure in this 

supplemental NPRM. In addition, we 

have revised paragraph (h) of the 

original NPRM (paragraph (i) of this 

supplemental NPRM) from 96 months to 

120 months in this supplemental 

NPRM, as recommended in Boeing 

Service Bulletin 737–32–1376, Revision 

1, dated March 19, 2007. 

Request to Remove Certain Inspections 

Continental Airlines requests that we 

delete paragraph (h) of the original 

NPRM (paragraph (i) of this 

supplemental NPRM). Paragraph (h) of 

the original NPRM specifies doing a 

detailed inspection for discrepancies of 

the lead-in chamfer and cross-bolt bore, 

and repairing or replacing the trunnion 

pin if any discrepancy is found. The 

commenter believes there is no 

propensity for stress corrosion to exist 

in certain areas of the trunnion pin. 

We partially agree with the 

commenter. We agree that the 

inspections specified in Boeing Service 

Bulletin 737–32–1376, Revision 1, dated 

March 19, 2007, can be modified. 

However, we do not agree that the 

inspections can be deleted entirely. 

Additional information provided to 

Boeing during the multi-operator 

meeting discussed previously resulted 

in revised inspections that are included 

in Boeing Service Bulletin 737–32– 

1376, Revision 2, dated August 6, 2008. 

The revised inspections are included in 

paragraph (i) of this supplemental 

NPRM. 

Request to Revise Compliance Time for 

Certain Airplanes 

Boeing requests that the AD specify a 

separate compliance time for Boeing 

Model 737–BBJ, C40A, and C40B 

airplanes. Boeing notes that these 

airplanes might not enter service 

immediately upon delivery and, 

therefore, their exposure to the effects of 

the environment is reduced. 

We disagree with the request to 

specify a separate compliance time for 

these airplanes. The circumstances 

surrounding when these airplanes enter 

service are variable; therefore, defining 

a consistent compliance time for all of 

these airplanes is not possible. 

However, under the provisions of 

paragraph (l) of this supplemental 

NPRM, we will consider requests for 

adjustments to the compliance time if 

data are submitted to substantiate that 

such an adjustment would provide an 

acceptable level of safety. We have not 

changed the AD in this regard. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
38990 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 

FAA’s Determination and Proposed 

Requirements of the Supplemental 

NPRM 

We are proposing this supplemental 

NPRM 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. The changed 

inspections described above expand the 

scope of the original 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 supplemental 

NPRM. 

Costs of Compliance 

There are about 890 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. The 

average labor rate is $80 per work hour. 

ESTIMATED COSTS

Action Work hours Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Repetitive lubrication ...................... 2 $160 per lubrication cycle .............. 300 $48,000 per lubrication cycle. 

Inspections (in situ) ........................ 2 $160 ............................................... 300 $48,000. 

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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance 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: 

Boeing: Docket No. FAA–2007–29087; 

Directorate Identifier 2007–NM–094–AD. 

Comments Due Date 

(a) We must receive comments by August 

31, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 737– 

600, –700, –700C, –800 and –900 series 

airplanes, certificated in any category, as 

identified in Boeing Service Bulletin 737–32– 

1376, Revision 2, dated August 6, 2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Unsafe Condition 

(e) This AD results from a report that the 

protective finishes on the forward trunnion 

pins for the left and right main landing gear 

(MLG) might have been damaged during final 

assembly. We are issuing this AD to prevent 

cracking of the forward trunnion pin, which 

could result in fracture of the pin and 

consequent collapse of the MLG. 

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. 

Lubrication or Overhaul 

(g) Within 30 days after the effective date 

of this AD: Lubricate the left and right MLG 

forward trunnion pins in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–32–1376, Revision 2, 

dated August 6, 2008. Repeat the lubrication 

at intervals not to exceed 30 days until all 

applicable requirements of paragraphs (h) 

and (i) of this AD have been accomplished. 

Overhauling the trunnion pin in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 737–32–1376, 

Revision 2, dated August 6, 2008, ends the 

repetitive lubrication requirements of this 

paragraph for that pin. 

Inspection and Corrective Actions 

(h) Within 60 months after the date of 

issuance of the original airworthiness 

certificate or date of issuance of the original 

export certificate of airworthiness, or within 

6 months after the effective date of this AD, 

whichever occurs later: Do a detailed 

inspection for discrepancies (corrosion, 

finish damage, surface deformation, or 

scratches) of the transition radius of the left 

and right MLG trunnion pins; and if any 

discrepancy is found, repair or replace the 

trunnion pin before further flight. Do all 

actions in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–32–1376, Revision 2, 

dated August 6, 2008. If the repair specified 

in Part 4 of the service bulletin is done, 

within 24 months after doing the repair, do 

the detailed inspection of the transition 

radius, and do the inspection thereafter at 

intervals not to exceed 24 months until the 

trunnion pin is overhauled or replaced in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

32–1376, Revision 2, dated August 6, 2008. 

(i) For airplanes on which the trunnion pin 

has not been replaced or overhauled: Within 

120 months after the date of issuance of the 

original airworthiness certificate or date of 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Proposed Rules 38991 

issuance of the original export certificate of 

airworthiness, or within 6 months after the 

effective date of this AD, whichever occurs 

later, do a detailed inspection for 

discrepancies of the lead-in chamfer and 

cross-bolt bore; and if any discrepancy is 

found, repair or replace the trunnion pin 

before further flight. Do all actions in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

32–1376, Revision 2, dated August 6, 2008. 

No Report Required 

(j) Although Boeing Service Bulletin 737– 

32–1376, Revision 2, dated August 6, 2008, 

specifies to send inspection reports to the 

manufacturer, this AD does not include that 

requirement. 

Credit for Actions Done Using Previous Issue 

of Service Information 

(k) Actions done before the effective date 

of this AD in accordance with Boeing Service 

Bulletin 737–32–1376, dated May 12, 2005; 

or Revision 1, dated March 19, 2007; are 

acceptable for compliance with the 

corresponding actions of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(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: 

Nancy Marsh, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. Or, email information to 9–ANM–Seattle-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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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. 

Issued in Renton, Washington, on July 24, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–18642 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0699; Directorate 

Identifier 2009–CE–042–AD] 

RIN 2120–AA64 

Airworthiness Directives; PIAGGIO 

AERO INDUSTRIES S.p.A. Model 

PIAGGIO P–180 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 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: 

Some cases of uncommanded steering 

action were observed, while the steering 

system was switched off. 

A leakage in the Steering Select/Bypass 

Valve, installed in the Steering Manifold, 

when closed, is suspected to have caused the 

uncommanded steering. 

If left uncorrected, this condition could 

lead to a potentially dangerous veer along the 

runway; in fact, according to the Aircraft 

Flight Manual limitations, the steering 

system must be in ‘off’ position during 

landing and takeoff (in this case when 

airspeed is higher than 60 knots). 

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 September 21, 

2009. 

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 W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket 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: 

Sarjapur Nagarajan, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4145; fax: (816) 329–4090. 

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–2009–0699; Directorate Identifier 

2009–CE–042–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 because 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 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD 2009–0129, 

dated June 19, 2009 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Some cases of uncommanded steering 

action were observed, while the steering 

system was switched off. 

A leakage in the Steering Select/Bypass 

Valve, installed in the Steering Manifold, 

when closed, is suspected to have caused the 

uncommanded steering. 

If left uncorrected, this condition could 

lead to a potentially dangerous veer along the 

runway; in fact, according to the Aircraft 

Flight Manual limitations, the steering 

system must be in ‘off’ position during 


srobinson on DSKHWCL6B1PROD with PROPOSALS