Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 79333 

(1) Bombardier Service Bulletin 601–0546, 

Revision 03, dated May 9, 2011, including 

Appendix 1, dated May 9, 2011, and Service 

Bulletin Information Sheet, dated July 6, 

2010 (for Model CL–600–2A12 (CL–601) 

airplanes and Model CL–600–2B16 (CL–601– 

3A and CL–601–3R Variants) airplanes). 

(2) Bombardier Service Bulletin 604–32– 

014, Revision 02, dated May 9, 2011, 

including Appendix 1, dated May 9, 2011, 

and Service Bulletin Information Sheet, 

dated July 6, 2010 (for Model CL–600–2B16 

(CL–604 Variant) airplanes). 

(3) Bombardier Service Bulletin 600–0710, 

Revision 03, dated May 9, 2011, including 

Appendix 1, dated May 9, 2011, and Service 

Bulletin Information Sheet, dated July 6, 

2010 (for Model CL–600–1A11 (CL–600) 

airplanes). 

(q) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before 

August 30, 2005 (the effective date of AD 

2005–15–04, Amendment 39–14193 (70 FR 

43032, July 26, 2005)), using the applicable 

service bulletin specified in paragraph 

(q)(1)(i), (q)(1)(ii), or (q)(1)(iii) of this AD, 

which are not incorporated by reference in 

this AD. 

(i) Bombardier Service Bulletin 601–0546, 

dated May 31, 2002 (for Model CL–600–2A12 

(CL–601) airplanes and Model CL–600–2B16 

(CL–601–3A and CL–601–3R Variants) 

airplanes). 

(ii) Bombardier Service Bulletin 600–0710, 

dated May 31, 2002 (for Model CL–600–1A11 

(CL–600) airplanes). 

(iii) Bombardier Service Bulletin 604–32– 

014, dated May 31, 2002 (for Model CL–600– 

2B16 (CL–604 Variant) airplanes). 

(2) This paragraph provides credit for the 

addition of serial numbers and part numbers 

required by paragraph (l) of this AD, if those 

actions were performed before the effective 

date of this AD using the applicable service 

bulletin specified in paragraph (q)(2)(i), 

(q)(2)(ii), or (q)(2)(iii) of this AD, which are 

not incorporated by reference in this AD. 

(i) Bombardier Service Bulletin 604–32– 

014, Revision 01, dated October 29, 2007 (for 

Bombardier Model CL–600–2B16 (CL–604 

Variant) airplanes). 

(ii) Bombardier Service Bulletin 601–0546, 

Revision 02, dated October 29, 2007 (for 

Model CL–600–2A12 (CL–601) airplanes and 

Model CL–600–2B16 (CL–601–3A and CL– 

601–3R Variants) airplanes). 

(iii) Bombardier Service Bulletin 600–0710, 

Revision 02, dated October 29, 2007 (for 

Bombardier Model CL–600–1A11 (CL–600) 

airplanes). 

(3) This paragraph provides credit for the 

establishment of the number of landings 

(CSN) required by paragraph (m) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service bulletin information sheet specified 

in paragraph (q)(3)(i), (q)(3)(ii), or (q)(3)(iii) of 

this AD. 

(i) Service Bulletin Information Sheet, 

dated July 6, 2010, of Bombardier Service 

Bulletin 604–32–014 (for Bombardier Model 

CL–600–2B16 (CL–604 Variant) airplanes). 

(ii) Service Bulletin Information Sheet, 

dated July 6, 2010, of Bombardier Service 

Bulletin 601–0546 (for Bombardier Model 

CL–600–2A12 (CL–601) and Model CL–600– 

2B16 (CL–601–3A and CL–601–3R Variants) 

airplanes). 

(iii) Service Bulletin Information Sheet, 

dated July 6, 2010 of Bombardier Service 

Bulletin 600–0710 (for Bombardier Model 

CL–600–1A11 (CL–600) airplanes). 

(r) Other FAA AD Provisions 

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. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the ACO, send it 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, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. AMOCs approved previously in 

accordance with AD 2005–15–04, 

Amendment 39–14193 (70 FR 43032, July 26, 

2005), are approved as AMOCs for the 

corresponding provisions of 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. 

(s) Related Information 

(1) Refer to the Mandatory Continuing 

Airworthiness Information Canadian 

Airworthiness Directives specified in 

paragraphs (s)(1)(i), (s)(1)(ii), and (s)(1)(iii) of 

this AD for related information. These MCAIs 

may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating it in Docket No. 

FAA–2013–1065. 

(i) Canadian Airworthiness Directive CF– 

2003–18R2, dated September 28, 2011. 

(ii) Canadian Airworthiness Directive CF– 

2003–20R1, dated September 28, 2011. 

(iii) Canadian Airworthiness Directive CF– 

2003–21R2, dated September 28, 2011. 

(2) For Bombardier, Inc./Canadair service 

information identified in this proposed AD, 

contact Bombardier, Inc., 400 Coˆte-Vertu 

Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email thd.crj@

aero.bombardier.com; Internet http://

www.bombardier.com. For Messier-Dowty 

service information identified in this 

proposed AD, contact Messier Services 

Americas, Customer Support Center, 45360 

Severn Way, Sterling, VA 20166–8910. You 

may view this service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

December 19, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–31185 Filed 12–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1066; Directorate 

Identifier 2013–NM–021–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

airworthiness directive (AD) 2000–12– 

12, for certain Airbus Model A300, 

A300–600, and A310 series airplanes. 

AD 2000–12–12 currently requires 

inspecting to detect cracks in the lower 

spar axis of the nacelle pylon between 

ribs 9 and 10, and repair if necessary. 

AD 2000–12–12 also provides for 

optional modification of the pylon, 

which terminates the inspections for 

Model A300 series airplanes. Since we 

issued AD 2000–12–12, we have 

received reports of cracking of the lower 

pylon spar after accomplishing the 

existing modification and have 

determined that shorter initial and 

repetitive inspection compliance times 

are necessary to address the identified 

unsafe condition. This proposed AD 

would reduce the initial and repetitive 

inspection compliance times. We are 

proposing this AD to detect and correct 

fatigue cracking, which could result in 

reduced structural integrity of the lower 

spar of the nacelle pylon. 

DATES: We must receive comments on 

this proposed AD by February 13, 2014. 

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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
79334 Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 

• 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, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS, 

Airworthiness Office—EAW, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. 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 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: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–2125; 

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–2013–1066; Directorate Identifier 

2013–NM–021–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We 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 

On June 9, 2000, we issued AD 2000– 

12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000). That AD required 

actions intended to address an unsafe 

condition on the products listed above. 

AD 2000–12–12 superseded AD 95–10– 

03, Amendment 39–9220 (60 FR 25604, 

May 12, 1995). 

Since we issued AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, 

June 23, 2000), The European Aviation 

Safety Agency (EASA), which is the 

Technical Agent for the Member States 

of the European Community, has issued 

EASA Airworthiness Directive 2013– 

0016, dated September 17, 2013 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Cracks were found between ribs 9 and 10 

in the lower pylon spar of A310 aeroplanes 

equipped with Pratt & Whitney (PW) engines. 

For A310, A300 and A300–600 aeroplanes 

and, in order to prevent crack initiation, the 

implementation of a first inspection 

programme of this area was required by 

DGAC [Direction Ge ́ne ́rale de l’Aviation 

Civile] France AD 1992–049–130(B) [which 

corresponds to certain actions in FAA AD 

2000–12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000)], currently at Revision 

4. 

General Electric (GE) and PW pylons on 

A300 aeroplanes are also affected, due to 

similar design. 

After that [DGAC] AD was issued, 

prompted by new findings, a specific 

inspection programme for A310 aeroplanes 

was introduced and required by DGAC 

France AD 1999–237–285(B) [which 

corresponds to certain actions in FAA AD 

2000–12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000)], which was 

subsequently superseded by EASA AD 2008– 

0008 [http://ad.easa.europa.eu/blob/easa_

ad_2008_0008_superseded.pdf/AD_2008- 

0008_1], which introduced new thresholds 

and intervals in the frame of the A310 

extended service goal exercise. 

Some cracks, which were discovered after 

the implementation of the preventive 

modification, prompted Airbus to perform a 

new Fatigue and Damage Tolerance analysis 

with a refined model of the area with and 

without repair or preventive reinforcement 

before crack appearance. Based on the results 

of this analysis, Airbus revised the related 

Service Bulletins to introduce more 

restrictive thresholds and intervals for 

curative and preventive repair configuration. 

EASA issued AD 2013–0014 [http://

ad.easa.europa.eu/blob/easa_ad_2013_

0214.pdf/AD_2013-0014_1], which 

superseded DGAC France AD 1992–049– 

130(B) and EASA AD 2008–0008, to mandate 

a new inspection programme [including 

related investigative and corrective actions]. 

After EASA AD 2013–0014 was issued, 

further analysis allowed to identify one A300 

aeroplane model and one retrofitted A300 

MSN [manufacturer serial number] missing 

in the applicability chapter. 

For the reason described above, this 

[EASA] AD retains the requirements of EASA 

AD 2013–0014, which is superseded, and 

clarifies the Applicability section and adds 

one A300 model and one A300 MSN. 

The unsafe condition is fatigue cracking, 

which could result in reduced structural 

integrity of the lower spar of the nacelle 

pylon. Related investigative actions 

include additional eddy current and 

liquid penetrant inspections for 

cracking. Corrective actions include 

repairing cracking. For certain cracking 

lengths, repairs are described as 

reinforcing the lower spar with a 

doubler. You may examine the MCAI in 

the AD docket on the Internet at 

http://www.regulations.gov by searching 

for and locating it in Docket No. FAA– 

2013–1066. 

Relevant Service Information 

Airbus has issued the following 

service bulletins. The actions described 

in these service bulletins are intended to 

correct the unsafe condition identified 

in the MCAI. 

• Airbus Mandatory Service Bulletin 

A300–54–0071, Revision 04, dated April 

11, 2013 (for Model A300 B2–203, B2K– 

3C, B4–103, B4–203, and B4–2C 

airplanes). 

• Airbus Mandatory Service Bulletin 

A300–54–6011, Revision 03, dated June 

23, 2011 (for Model A300 B4–620, B4– 

622, and B4–622R airplanes). 

• Airbus Mandatory Service Bulletin 

A310–54–2016, Revision 06, dated 

January 16, 2013 (for Model A310–221, 

–222, –322, –324, and –325 airplanes). 

The initial inspection compliance 

times for pre-repair and premodification airplanes range between 

3,300 total flight cycles or 6,600 total 

flight hours, whichever occurs first; and 

9,000 total flight cycles; depending on 

airplane configuration. The repetitive 

inspection interval is 2,300 flight cycles 

or 4,700 flight hours, whichever occurs 

first; or 2,500 flight cycles, depending 

on airplane configuration. 

The inspection compliance times for 

post-modification airplanes range 

between 5,100 total flight cycles and 

10,200 total flight hours, whichever 

occurs first after the modification; and 

between 12,300 and 15,700 total flight 

hours, whichever occurs later after the 

modification; depending on airplane 

configuration. The repetitive inspection 

interval ranges between 8,700 total 

flight cycles and 9,800 total flight hours, 

whichever occurs first; and between 

12,200 total flight cycles and 23,400 

total flight hours, whichever occurs 

first; depending on airplane 

configuration. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 79335 

The inspection compliance times for 

post-repair airplanes range between 

2,100 flight cycles and 6,900 flight 

hours, whichever occurs first after the 

repair; and between 7,600 flight cycles 

and 13,600 flight hours, whichever 

occurs later after the repair; depending 

on airplane configuration. The repetitive 

inspection interval ranges between 

2,100 flight cycles and 2,700 flight 

hours, whichever occurs first; and 

between 4,300 flight cycles and 14,700 

flight hours, whichever occurs first; 

depending on airplane configuration. 

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. 

In many FAA transport ADs, when 

the service information specifies to 

contact the manufacturer for further 

instructions if certain discrepancies are 

found, we typically include in the AD 

a requirement to accomplish the action 

using a method approved by either the 

FAA or the State of Design Authority (or 

its delegated agent). 

We have recently been notified that 

certain laws in other countries do not 

allow such delegation of authority, but 

some countries do recognize design 

approval organizations. In addition, we 

have become aware that some U.S. 

operators have used repair instructions 

that were previously approved by a 

State of Design Authority or a Design 

Approval Holder (DAH) as a method of 

compliance with this provision in FAA 

ADs. Frequently, in these cases, the 

previously approved repair instructions 

come from the airplane structural repair 

manual or the DAH repair approval 

statements that were not specifically 

developed to address the unsafe 

condition corrected by the AD. Using 

repair instructions that were not 

specifically approved for a particular 

AD creates the potential for doing 

repairs that were not developed to 

address the unsafe condition identified 

by the MCAI AD, the FAA AD, or the 

applicable service information, which 

could result in the unsafe condition not 

being fully corrected. 

To prevent the use of repairs that 

were not specifically developed to 

correct the unsafe condition, this 

proposed AD would require that the 

repair approval specifically refer to the 

FAA AD. This change is intended to 

clarify the method of compliance and to 

provide operators with better visibility 

of repairs that are specifically developed 

and approved to correct the unsafe 

condition. In addition, we use the 

phrase ‘‘its delegated agent, or by the 

DAH with State of Design Authority 

design organization approval, as 

applicable’’ in this proposed AD to refer 

to an DAH authorized to approve 

required repairs for this proposed AD. 

Differences Between This Proposed AD 

and the MCAI or Service Information 

Although the MCAI and Airbus 

service information allow further flight 

after cracks are found during 

compliance with the required action, 

the new actions of this proposed AD 

would not permit further flight if cracks 

are detected in the lower nacelle pylon 

spar. We have determined that, because 

of the safety implications and 

consequences associated with that 

cracking, any cracked lower pylon spar 

must be repaired or modified before 

further flight. This difference has been 

coordinated with the EASA. 

Costs of Compliance 

We estimate that this proposed AD 

affects 91 airplanes of U.S. registry. 

The actions that are required by AD 

2000–12–12, Amendment 39–11790 (65 

FR 39072, June 23, 2000), and retained 

in this proposed AD take about 4 workhours per product, at an average labor 

rate of $85 per work-hour. Based on 

these figures, the estimated cost of the 

actions that were required by AD 2000– 

12–12 is $340 per product. 

We also estimate that it would take 

about 12 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of 

this proposed AD on U.S. operators to 

be $92,820, or $1,020 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 60 work-hours and require parts 

costing $1,680, for a cost of $6,780 per 

product. We have no way of 

determining the number of aircraft that 

might need these actions. 

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 proposed 

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); 

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. 

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 

removing airworthiness directive (AD) 


tkelley on DSK3SPTVN1PROD with PROPOSALS
79336 Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 

2000–12–12, Amendment 39–11790 (65 

FR 39072, June 23, 2000), and adding 

the following new AD: 

Airbus: Docket No. FAA–2013–1066; 

Directorate Identifier 2013–NM–021–AD. 

(a) Comments Due Date 

We must receive comments by February 

13, 2014. 

(b) Affected ADs 

This AD supersedes AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(4) 

of this AD, certificated in any category. 

(1) Airbus Model A300 B2–203, B2K–3C, 

B4–103, B4–203, and B4–2C airplanes on 

which Airbus modification 2434 has been 

embodied in production. 

(2) Airbus Model A300 airplane having 

manufacturer serial number 125, on the left 

hand side pylon only. 

(3) Airbus Model A300 B4–620, B4–622R, 

and B4–622 airplanes, except for airplanes on 

which Airbus Modification 10149 has been 

embodied in production. 

(4) Airbus Model A310–221, –222, –322, 

–324, and –325 airplanes, except for 

airplanes on which Airbus Modification 

10149 has been embodied in production. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 54, Nacelles/pylons. 

(e) Reason 

This AD was prompted by reports of 

cracking of the lower nacelle pylon spar after 

accomplishing an existing modification. We 

are issuing this AD to detect and correct 

fatigue cracking, which could result in 

reduced structural integrity of the lower spar 

of the nacelle pylon. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Retained Inspection and Corrective 

Action for Certain A300 Series Airplanes 

This paragraph restates the requirements of 

paragraph (a) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with revised repair instructions. 

For Model A300 B4–2C, B2K–3C, B2–203, 

B4–103, and B4–203 series airplanes: Prior to 

the accumulation of 9,000 total landings, or 

within 500 landings after June 12, 1995 (the 

effective date of AD 95–10–03, Amendment 

39–9220 (60 FR 25604, May 12, 1995)), 

whichever occurs later, perform an internal 

eddy current inspection to detect cracks in 

the lower spar axis of the pylon between ribs 

9 and 10, in accordance with Airbus 

Industrie Service Bulletin A300–54–071, 

dated November 12, 1991; or Revision 1, 

dated October 15, 1993. Accomplishment of 

an inspection required by paragraph (k), (l), 

or (m) of this AD terminates the inspection 

requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 millimeters (mm): Perform 

subsequent inspections and repair in 

accordance with the methods and times 

specified in Airbus Industrie Service Bulletin 

A300–54–071, dated November 12, 1991; or 

Revision 1, dated October 15, 1993. 

(3) If any crack is found that is greater than 

30 mm, but less than 100 mm: Before further 

flight, repair in accordance with a method 

approved by the Manager, International 

Branch, ANM–116, FAA, Transport Airplane 

Directorate; or the European Aviation Safety 

Agency (EASA) (or its delegated agent, or the 

Design Approval Holder with EASA design 

organization approval, as applicable). For a 

repair method to be approved, the repair 

approval must specifically refer to this AD. 

(4) If any crack is found that is greater than 

or equal to 100 mm: Prior to further flight, 

repair in accordance with a method approved 

by the Manager, International Branch, ANM– 

116; or EASA (or its delegated agent, or the 

Design Approval Holder with EASA design 

organization approval, as applicable). For a 

repair method to be approved, the repair 

approval must specifically refer to this AD. 

(5) Accomplishment of the modification 

specified in Airbus Industrie Service Bulletin 

A300–54–0079, dated October 15, 1993, 

constitutes terminating action for the 

inspections required by paragraph (g) of this 

AD. 

(h) Retained Inspection and Corrective 

Action for Model A300–600 Series Airplanes 

This paragraph restates the requirements of 

paragraph (b) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with revised repair instructions. 

For Model A300–600 B4–620, C4–620, B4– 

622R, and B4–622 series airplanes: Except as 

provided by paragraph (h)(5) of this AD, prior 

to the accumulation of 4,000 total landings, 

or within 500 landings after June 12, 1995 

(the effective date of AD 95–10–03, 

Amendment 39–9220 (60 FR 25604, May 12, 

1995)), whichever occurs later, perform an 

internal eddy current inspection to detect 

cracks in the lower spar axis of the pylon 

between ribs 9 and 10, in accordance with 

Airbus Industrie Service Bulletin A300–54– 

6011, dated November 12, 1991, as amended 

by Airbus Industrie Service Bulletin Change 

Notice O.A., dated July 10, 1992; or Revision 

1, dated October 15, 1993. Accomplishment 

of an inspection required by paragraph (k), 

(l), or (m) of this AD terminates the 

inspection requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 mm: Perform subsequent 

inspections and repair in accordance with 

the methods and times specified in Airbus 

Industrie Service Bulletin A300–54–6011, 

dated November 12, 1991, as amended by 

Airbus Industrie Service Bulletin Change 

Notice O.A., dated July 10, 1992; or Revision 

1, dated October 15, 1993. 

(3) If any crack is found that is greater than 

30 mm, but less than 100 mm: Before further 

flight, repair in accordance with a method 

approved by the Manager, International 

Branch, ANM–116; or the European Aviation 

Safety Agency (EASA) (or its delegated agent, 

or the Design Approval Holder with EASA 

design organization approval, as applicable). 

For a repair method to be approved, the 

repair approval must specifically refer to this 

AD. 

(4) If any crack is found that is greater than 

or equal to 100 mm: Prior to further flight, 

repair in accordance with a method approved 

by the Manager, International Branch, ANM– 

116; or the European Aviation Safety Agency 

(EASA) (or its delegated agent, or the Design 

Approval Holder with EASA design 

organization approval, as applicable). For a 

repair method to be approved, the repair 

approval must specifically refer to this AD. 

(5) Accomplishment of the modification 

specified in Airbus Industrie Service Bulletin 

A300–54–6019, dated October 15, 1993, 

increases the threshold and repetitive 

interval of the inspections required by 

paragraph (h) of this AD to the threshold and 

interval specified in paragraph 2.D. of the 

Accomplishment Instructions of Airbus 

Industrie Service Bulletin A300–54–6011, 

Revision 1, dated October 15, 1993. 

(i) Retained Inspection and Corrective 

Action for Model A310 Series Airplanes 

This paragraph restates the requirements of 

paragraph (c) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with revised repair instructions. 

For Model A310–221, –222, –322, –324, and 

–325 series airplanes: Perform an internal 

eddy current inspection to detect cracks in 

the lower spar axis of the pylon between ribs 

9 and 10, in accordance with Airbus 

Industrie Service Bulletin A310–54–2016, 

dated November 12, 1991; or Revision 1, 

dated October 15, 1993; or Revision 02, dated 

June 11, 1999; at the time specified in 

paragraph (j) of this AD. Accomplishment of 

an inspection required by paragraph (k), (l), 

or (m) of this AD terminates the inspection 

requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 mm: Perform subsequent 

inspections and repair in accordance with 

the methods and times specified in Airbus 

Industrie Service Bulletin A310–54–2016, 

dated November 12, 1991; or Revision 1, 

dated October 15, 1993; or Revision 02, dated 

June 11, 1999. 

(3) If any crack is found that is greater than 

30 mm, but less than 100 mm: Before further 

flight, repair in accordance with a method 

approved by the Manager, International 

Branch, ANM–116; or the European Aviation 

Safety Agency (EASA) (or its delegated agent, 

or the Design Approval Holder with EASA 

design organization approval, as applicable). 

For a repair method to be approved, the 

repair approval must specifically refer to this 

AD. 

(4) If any crack is found that is greater than 

or equal to 100 mm: Prior to further flight, 

repair in accordance with a method approved 

by the Manager, International Branch, ANM– 

116; or the European Aviation Safety Agency 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 79337 

(EASA) (or its delegated agent, or the Design 

Approval Holder with EASA design 

organization approval, as applicable). For a 

repair method to be approved, the repair 

approval must specifically refer to this AD. 

(5) Accomplishment of the modification 

specified in Airbus Industrie Service Bulletin 

A310–54–2022, dated October 15, 1993; or 

Revision 01, dated March 16, 1999; increases 

the threshold and repetitive interval of the 

inspections required by paragraph (i) of this 

AD to the threshold and interval specified in 

paragraph 2.D. of the Accomplishment 

Instructions of Airbus Industrie Service 

Bulletin A310–54–2016, Revision 02, dated 

June 11, 1999. 

(j) Retained Compliance Time for Paragraph 

(i) of This AD 

This paragraph restates the requirements of 

paragraph (d) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with no changes. Perform the 

initial inspection required by paragraph (i) of 

this AD at the earlier of the times specified 

by paragraphs (j)(1) and (j)(2) of this AD. 

(1) Prior to the accumulation of 25,000 

total landings, or within 500 landings after 

June 12, 1995 (the effective date of AD 95– 

10–03, Amendment 39–9220 (60 FR 25604, 

May 12, 1995), whichever occurs later. 

(2) At the applicable time specified by 

paragraph (j)(2)(i), (j)(2)(ii), or (j)(2)(iii) of this 

AD. 

(i) For airplanes that have accumulated 

fewer than 10,000 landings as of July 28, 

2000 (the effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection prior to 

the accumulation of 3,800 total landings, or 

within 1,500 landings after July 28, 2000, 

whichever occurs later. 

(ii) For airplanes that have accumulated 

10,000 total landings or more, but fewer than 

20,000 total landings, as of July 28, 2000 (the 

effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection within 

1,000 landings after July 28, 2000. 

(iii) For airplanes that have accumulated 

20,000 total landings or more as of July 28, 

2000 (the effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection within 500 

landings after July 28, 2000. 

(k) New Repetitive Inspections for Cracking 

(1) For airplanes identified in paragraph 

(k)(2) of this AD: Except as provided by 

paragraphs (n)(1) and (n)(4) of this AD, at the 

applicable compliance time specified in 

paragraph 1.E.(2), ‘‘Compliance,’’ of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD or within 100 flight cycles after the 

effective date of this AD, whichever occurs 

later, do an eddy current inspection or liquid 

penetrant inspection for cracking of the lower 

spar of the pylon between ribs 9 and 10; and 

do all applicable related investigative and 

corrective actions; in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraphs 

(n)(2) and (n)(3) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the inspection of 

the lower spar of the pylon between ribs 9 

and 10 thereafter at intervals not to exceed 

the applicable interval specified in paragraph 

1.E.(2), ‘‘Compliance,’’ of the applicable 

service bulletin specified in paragraph 

(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD. 

Accomplishment of corrective actions 

required by this paragraph terminates the 

repetitive inspections required by this 

paragraph. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. Accomplishment of 

the optional modification specified in the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD terminates the repetitive inspections 

required by this paragraph. 

(i) Airbus Mandatory Service Bulletin 

A300–54–0071, Revision 04, dated April 11, 

2013 (for Model A300 B2–203, B2K–3C, B4– 

103, B4–203, and B4–2C airplanes). 

(ii) Airbus Mandatory Service Bulletin 

A310–54–2016, Revision 06, dated January 

16, 2013 (for Model A310–221, –222, –322, 

–324, and –325 airplanes). 

(iii) Airbus Mandatory Service Bulletin 

A300–54–6011, Revision 03, dated June 23, 

2011 (for Model A300 B4–620, B4–622R, and 

B4–622 airplanes). 

(2) For airplanes that have not been 

modified or repaired with a doubler as 

specified in the applicable service bulletin 

specified in paragraph (k)(2)(i), (k)(2)(ii), or 

(k)(2)(iii) of this AD, do the inspections 

required by paragraph (k)(1) of this AD. 

(i) Airbus Service Bulletin A300–54–0079 

(for Model A300 B2–203, B2K–3C, B4–103, 

B4–203, and B4–2C airplanes). 

(ii) Airbus Service Bulletin A310–54–2022 

(for Model A310–221, –222, –322, –324, and 

–325 airplanes). 

(iii) Airbus Service Bulletin A300–54–6019 

(for Model A300 B4–620, B4–622R, and B4– 

622 airplanes). 

(l) New Repetitive Inspections for PostRepair Airplanes 

For airplanes that have been repaired with 

a doubler as specified in the applicable 

Airbus service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD: At the applicable compliance time 

specified in paragraph 1.E.(2), ‘‘Compliance,’’ 

in the applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as specified in paragraph 

(n)(1) and (n)(4) of this AD: Do an eddy 

current inspection or liquid penetrant 

inspection for cracking of the lower spar of 

the pylon between ribs 9 and 10, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraph 

(n)(2) of this AD. Do all applicable corrective 

actions before further flight. Repeat the 

inspection of the lower spar of the pylon 

between ribs 9 and 10 thereafter at intervals 

not to exceed the applicable interval 

specified in paragraph 1.E.(2), ‘‘Compliance,’’ 

of the applicable service bulletin specified in 

in paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. 

(m) New Repetitive Inspections for PostModification Airplanes 

For airplanes that have been modified as 

specified in the applicable Airbus service 

bulletin specified in paragraph (k)(1)(i), 

(k)(1)(ii), or (k)(1)(iii): At the applicable 

compliance time specified in paragraph 

1.E.(2), ‘‘Compliance,’’ in the applicable 

service bulletin specified in paragraph 

(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD, 

except as specified in paragraph (n)(1) and 

(n)(4) of this AD: Do an eddy current 

inspection or liquid penetrant inspection for 

cracking of the lower spar of the pylon 

between ribs 9 and 10; and do all applicable 

corrective actions; in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraph 

(n)(2) of this AD. Do all applicable corrective 

actions before further flight. Repeat the 

inspection of the lower spar of the pylon 

between ribs 9 and 10 thereafter at intervals 

not to exceed the applicable interval 

specified in paragraph 1.E.(2), ‘‘Compliance,’’ 

of the applicable service bulletin specified in 

in paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. 

(n) New Service Bulletin Exceptions 

(1) Where the service bulletins specified in 

paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of 

this AD specify a compliance time ‘‘from the 

publication date,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) If any crack is detected during any 

inspection required by paragraph (k), (l), or 

(m) of this AD, and the service bulletin 

specified in paragraph (k)(1)(i), (k)(1)(ii), or 

(k)(1)(iii) of this AD specifies to contact the 

manufacturer: Before further flight, repair the 

cracking using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent, or by the Design 

Approval Holder (DAH) with the EASA 

design organization approval). For a repair 

method to be approved, the repair approval 

must specifically refer to this AD. 

(3) Where the service bulletins specified in 

paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of 

this AD specify to contact the manufacturer 

for inspection requirements: inspect using a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the EASA (or 

its delegated agent, or by the DAH with the 

EASA design organization approval). For an 

inspection method to be approved, the 

approval must specifically refer to this AD. 

(4) Where the ‘‘Threshold’’ column in the 

tables in paragraph 1.E., ‘‘Compliance,’’ of 

the service bulletins specified in paragraphs 

(k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD 

specifies a compliance time in flight cycles/ 


tkelley on DSK3SPTVN1PROD with PROPOSALS
79338 Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Proposed Rules 

flight hours, this AD requires compliance 

within the corresponding time in total flight 

cycles/total flight hours; except for tables for 

post-repair and post-modification airplanes, 

this AD requires compliance within the 

corresponding time after accomplishing the 

repair or modification. 

(o) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (k) of this AD, if those 

actions were performed before the effective 

date of this AD using the applicable service 

bulletin specified in paragraphs (o)(1) 

through (o)(4) of this AD. 

(1) Airbus Mandatory Service Bulletin 

A300–54–0071, Revision 02, dated August 

25, 2000 (for Model A300 B2–203, B2K–3C, 

B4–103, B4–203, and B4–2C airplanes), 

which is not incorporated by reference in this 

AD. 

(2) Airbus Mandatory Service Bulletin 

A300–54–0071, Revision 03, dated October 5, 

2012 (for Model A300 B2–203, B2K–3C, B4– 

103, B4–203, and B4–2C airplanes), which is 

not incorporated by reference in this AD. 

(3) Airbus Mandatory Service Bulletin 

A310–54–2016, Revision 04, dated November 

16, 2007; or Airbus Mandatory Service 

Bulletin A310–54–2016, Revision 05, dated 

October 5, 2012 (for Model A310–221, –222, 

–322, –324, and –325 airplanes), which are 

not incorporated by reference in this AD. 

(4) Airbus Mandatory Service Bulletin 

A300–54–6011, Revision 02, dated August 

25, 2000 (for Model A300 B4–620, B4–622R, 

and B4–622 airplanes), which is not 

incorporated by reference in this AD. 

(p) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–2125; fax (425) 227– 

1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/

certificate holding 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, use these actions if they are 

FAA-approved. Corrective actions are 

considered FAA-approved if they were 

approved by the State of Design Authority (or 

its delegated agent, or by the Design 

Approval Holder with a State of Design 

Authority’s design organization approval). 

For a repair method to be approved, the 

repair approval must specifically refer to this 

AD. You are required to ensure the product 

is airworthy before it is returned to service. 

(3) Previous AMOCs: AMOCs approved 

previously for AD 2000–12–12, Amendment 

39–11790 (65 FR 39072, June 23, 2000), are 

approved as AMOCs for the corresponding 

provisions of this AD. 

(q) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2013–0216, dated September 17, 

2013, for related information. This MCAI 

may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2013–1066. 

(2) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

You may view this service information at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

December 19, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–31186 Filed 12–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1067; Directorate 

Identifier 2013–NM–164–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400 

series airplanes. This proposed AD was 

prompted by reports of missing clamps 

that are required to provide positive 

separation between the alternating 

current (AC) feeder cables and the 

hydraulic line of the landing gear 

alternate extension. This proposed AD 

would require inspecting for missing 

clamps, and related investigative and 

corrective actions if necessary. We are 

proposing this AD to detect and correct 

chafing of the AC feeder cable. A chafed 

and arcing AC feeder cable could 

puncture the adjacent hydraulic line, 

which, in combination with the use of 

the alternate extension system, could 

result in an in-flight fire. 

DATES: We must receive comments on 

this proposed AD by February 13, 2014. 

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, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., Q-Series Technical Help Desk, 123 

Garratt Boulevard, Toronto, Ontario 

M3K 1Y5, Canada; telephone 416–375– 

4000; fax 416–375–4539; email 

thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

You may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. 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 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: 

Assata Dessaline, Aerospace Engineer, 

Avionics and Service Branch, ANE–172, 

FAA, New York Aircraft Certification 

Office, 1600 Stewart Avenue, Suite 410, 

Westbury, New York 11590; telephone 

(516) 228–7301; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 


tkelley on DSK3SPTVN1PROD with PROPOSALS