12428 Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Proposed Rules 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0129; Directorate 

Identifier 2013–NM–105–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 supersede 

Airworthiness Directive (AD) 2011–15– 

09, which applies to certain 

Bombardier, Inc. Model DHC–8–400, 

–401, and –402 airplanes. AD 2011–15– 

09 currently requires repetitive 

inspections for proper operation of the 

main landing gear (MLG) alternate 

extension system (AES), and corrective 

actions if necessary. Since we issued AD 

2011–15–09, we have determined that, 

for certain airplanes not affected by AD 

2011–15–09, a different MLG AES cam 

mechanism assembly was installed 

resulting in input lever fractures and 

inability to open the MLG door; those 

assemblies could be subject to the same 

unsafe condition in AD 2011–15–09. 

This new proposed AD would require, 

for certain airplanes, new repetitive 

inspections for proper operation of the 

MLG AES, and corrective actions if 

necessary. This proposed AD would 

also require eventually replacing the 

MLG AES cam mechanism assembly 

with a new assembly, which would 

terminate the repetitive inspections for 

those airplanes. We are proposing this 

AD to prevent improper operation of the 

cam mechanism or rupture of the door 

release cable, which could result in loss 

of control of the airplane during 

landing. 

DATES: We must receive comments on 

this proposed AD by April 21, 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 by searching for 

and locating Docket No. FAA–2014– 

0129; 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: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone (516) 228–7318; 

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 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0129; Directorate Identifier 

2013–NM–105–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 July 6, 2011, we issued AD 2011– 

15–09, Amendment 39–16756 (76 FR 

42033, July 18, 2011). AD 2011–15–09 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2011–15–09, 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2011–01R2, 

dated May 21, 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: 

Two cases of the main landing gear (MLG) 

alternate extension system (AES) cam 

mechanism failure were found during line 

checks. The cam mechanism operates the 

cable to open the MLG door and releases the 

MLG uplock in sequence. In the case where 

it is necessary to deploy the MLG using the 

AES, the failure of the MLG AES cam 

mechanism on one side will lead to an unsafe 

asymmetrical landing configuration. 

Preliminary investigation indicates that the 

cam mechanism failure may have occurred 

and remained dormant after a previous AES 

operation. The cam mechanism may not have 

fully returned to the normal rested position. 

With the cam mechanism out of normal 

rested position, normal powered landing gear 

door operation could introduce sufficient 

loads to fracture the cam mechanism or 

rupture the door release cable. 

This [Canadian] AD mandates the initial 

and subsequent [detailed] inspections for 

proper operation of the MLG AES cam 

mechanism, and rectify [repair or replace 

cam assembly with new or serviceable cam 

assembly] as necessary. 

Since the original issue of this [Canadian] 

AD, Bombardier Inc. has determined that the 

existing inspection procedure is insufficient 

for verification of proper MLG AES cam 

mechanism operation, and has superseded 

this inspection procedure. Revision 1 of this 

[Canadian] AD mandates the use of the 

revised inspection [and rectification] 

procedure. 

Prior to the introduction of MLG AES cam 

mechanism assembly part number (P/N) 

48510–5 as terminating action, an interim 

MLG AES cam mechanism assembly P/N 

48510–3 was introduced. 

Revision 2 of this [Canadian] AD updates 

the applicability paragraph, updates the MLG 

AES cam mechanism inspection criteria and 

mandates the terminating action. 

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– 

2014–0129. 

Relevant Service Information 

Bombardier has issued Repair 

Drawing 8/4–32–0160, Issue 5, dated 

June 6, 2012; and Issue 6, dated June 27, 


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2012. Bombardier has also issued 

Service Bulletin 84–32–100, Revision A, 

dated August 30, 2012. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

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. 

Repair Approvals 

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, certain 

requirements of this proposed AD 

specify 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 the DAH with State 

of Design Authority design organization 

approval, as applicable’’ in this 

proposed AD to refer to a DAH 

authorized to approve certain required 

repairs for this proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

affects 75 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspection in AD 

2011-15-09, Amendment 

39–16756 (76 FR 42033, 

July 18, 2011).

Up to 24 work-hours × $85 

per hour = up to $2,040 

per inspection cycle.

$2,609 ............................... Up to $4,649 per inspection cycle.Up to $348,675 per inspection cycle. 

Inspection [new proposed 

action].

1 work-hour × $85 per 

hour = $85 per inspection cycle.

$0 ...................................... $85 per inspection cycle ... $6,375 per inspection 

cycle. 

Replacement of both cam 

assemblies [new proposed terminating action].

4 work-hours × $85 per 

hour = $680 [$340 per 

cam assembly].

$7,676 (2 cam assemblies) $80,167 ............................. $601,200. 

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); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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. 


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12430 Federal Register / Vol. 79, No. 43 / Wednesday, March 5, 2014 / Proposed Rules 

§ 39.13 [Amended] 

■ 2. Amend § 39.13 by removing 

airworthiness directive (AD) 2011–15– 

09, Amendment 39–16756 (76 FR 

42033, July 18, 2011), and adding the 

following new AD: 

Bombardier, Inc: Docket No. FAA–2014– 

0129; Directorate Identifier 2013–NM– 

105–AD. 

(a) Comments Due Date 

We must receive comments by April 21, 

2014. 

(b) Affected ADs 

This AD supersedes AD 2011–15–09, 

Amendment 39–16756 (76 FR 42033, July 18, 

2011). 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes, 

certificated in any category, serial numbers 

4001, 4003 through 4418 inclusive, 4422 and 

4423. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by a determination 

that a different MLG AES cam mechanism 

assembly was installed resulting in input 

lever fractures and inability to open the MLG 

door; those assemblies could be subject to the 

same unsafe condition in the existing AD. We 

are issuing this AD to prevent improper 

operation of the cam mechanism or rupture 

of the door release cable, which could result 

in loss of control of the airplane during 

landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Detailed Inspection for Proper 

Operation of the MLG 

This paragraph restates the requirement in 

paragraph (i) of AD 2011–15–09, Amendment 

39–16756 (76 FR 42033, July 18, 2011), with 

revised service information. For airplanes 

with a MLG AES Cam Mechanism Assembly 

having part number (P/N) 48510–1: Within 

50 flight hours or 10 days after August 2, 

2011 (the effective date of AD 2011–15–09, 

Amendment 39–16756 (76 FR 42033, July 18, 

2011)), whichever occurs first, do a detailed 

inspection for proper operation of the MLG 

AES cam mechanism, in accordance with 

paragraph A) of Bombardier Repair Drawing 

8/4–32–0160, Issue 3, dated February 15, 

2011; or Bombardier Repair Drawing 8/4–32– 

0160, Issue 6, dated June 27, 2012. Repeat the 

inspection thereafter at intervals not to 

exceed 50 flight hours or 10 days, whichever 

occurs first. As of the effective date of this 

AD, use only Bombardier Repair Drawing 8/ 

4–32–0160, Issue 6, dated June 27, 2012. 

(1) If the cam mechanism is found to reset 

to the normal rested position without any 

sticking or binding, it is operating properly. 

(2) If the cam mechanism has not reset to 

its normal rested position, or if any sticking 

or binding is observed, before further flight, 

remove the cam assembly, in accordance 

with paragraph A) of Bombardier Repair 

Drawing 8/4–32–0160, Issue 3, dated 

February 15, 2011; or Bombardier Repair 

Drawing 8/4–32–0160, Issue 6, dated June 27, 

2012, and do the actions in paragraph (g)(2)(i) 

or (g)(2)(ii) of this AD. As of the effective date 

of this AD, use only Bombardier Repair 

Drawing 8/4–32–0160, Issue 6, dated June 27, 

2012. 

(i) Repair the cam mechanism assembly, 

including doing detailed inspections for 

discrepancies (an inspection to determine 

proper operation, an inspection for damage, 

an inspection for corrosion and cadmium 

coating degradation, and inspections to 

determine dimensions are within the limits 

specified in paragraph B) of Bombardier 

Repair Drawing 8/4–32–0160, Issue 3, dated 

February 15, 2011; or Bombardier Repair 

Drawing 8/4–32–0160 Issue 6, dated June 27, 

2012, in accordance with paragraph B) of 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 3, dated February 15, 2011; and install 

the repaired cam assembly in accordance 

with paragraph C) of Bombardier Repair 

Drawing 8/4–32–0160, Issue 3, dated 

February 15, 2011; or Bombardier Repair 

Drawing 8/4–32–0160, Issue 6, dated June 27, 

2012. As of the effective date of this AD, use 

only Bombardier Repair Drawing 8/4–32– 

0160, Issue 6, dated June 27, 2012. 

(ii) Install a new or serviceable cam 

assembly, in accordance with paragraph C) of 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 3, dated February 15, 2011; or 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012. As of the 

effective date of this AD, use only 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012. 

(3) If the cam mechanism is found 

damaged or inoperative during the repair 

specified in paragraph (g)(2)(i) of this AD, or 

if any discrepancies are found and 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 3, dated February 15, 2011; or 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012; does not specify 

repairs for those discrepancies, or repairs 

specified in paragraph (g)(2)(i) of this AD 

cannot be accomplished: Before further 

flight, repair and reinstall using a method 

approved by the Manager, ANE–170, New 

York Aircraft Certification Office (ACO), 

FAA, or the TCCA (or its delegated agent, or 

the Design Approval Holder with TCCA’s 

design organization approval, as applicable); 

or install a new or serviceable cam assembly, 

in accordance with paragraph C) of 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 3, dated February 15, 2011; or 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012. As of the 

effective date of this AD, use only 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012, to install the 

cam assembly. 

(h) New Inspection for Proper Operation of 

the MLG Replacement Part 

For airplanes with a MLG AES cam 

mechanism assembly having P/N 48510–3: 

Within 1,800 flight hours or 9 months after 

installation of the assembly, whichever 

occurs first after the effective date of this AD, 

do a detailed inspection for proper operation 

of the MLG AES cam mechanism, in 

accordance with paragraph A) of Bombardier 

Repair Drawing 8/4–32–0160, Issue 6, dated 

June 27, 2012. Repeat the inspection 

thereafter at intervals not to exceed 600 flight 

hours or 3 months, whichever occurs first. 

(1) If the cam mechanism is found to reset 

to the normal rested position without any 

sticking or binding, it is operating properly. 

(2) If the cam mechanism has not reset to 

its normal rested position, or if any sticking 

or binding is observed, before further flight, 

remove the cam assembly, in accordance 

with paragraph A) of Bombardier Repair 

Drawing 8/4–32–0160, Issue 6, dated June 27, 

2012, and do the actions required by 

paragraphs (h)(2)(i) or (h)(2)(ii) of this AD. 

(i) Repair the cam mechanism assembly, 

including doing detailed inspections for 

discrepancies (an inspection to determine 

proper operation, an inspection for damage, 

an inspection for corrosion and cadmium 

coating degradation, and inspections to 

determine dimensions are within the limits 

specified in paragraph B) of Bombardier 

Repair Drawing 8/4–32–0160, Issue 6, dated 

June 27, 2012), in accordance with paragraph 

B) of Bombardier Repair Drawing 8/4–32– 

0160, Issue 6, dated June 27, 2012; and install 

the repaired cam assembly in accordance 

with paragraph C) of Bombardier Repair 

Drawing 8/4–32–0160, Issue 6, dated June 27, 

2012. 

(ii) Install a new or serviceable cam 

assembly, in accordance with paragraph C) of 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012. 

(3) If the cam mechanism is found 

damaged or inoperative during the repair 

specified in paragraph (h)(2)(i) of this AD; or 

if any discrepancies are found and 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012, does not specify 

repairs for those discrepancies; or repairs 

specified in paragraph (h)(2)(i) of this AD 

cannot be accomplished: Before further 

flight, do the applicable actions required by 

paragraph (h)(3)(i) or (h)(3)(ii) of this AD. 

(i) Repair and reinstall using a method 

approved by the Manager, ANE–170, New 

York ACO, FAA, or Transport Canada Civil 

Aviation (TCCA) (or its delegated agent, or 

the Design Approval Holder with TCCA’s 

design organization approval, as applicable). 

For a repair method to be approved, the 

repair approval must specifically refer to this 

AD. 

(ii) Install a new or serviceable cam 

assembly, in accordance with paragraph C) of 

Bombardier Repair Drawing 8/4–32–0160, 

Issue 6, dated June 27, 2012. 

(i) New Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) and (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Bombardier 

Repair Drawing 8/4–32–0160, Issue 5, dated 

June 6, 2012. 

(j) New Terminating Action 

Within 6,000 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs first, replace any MLG AES cam 


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mechanism assembly having P/N 48510–1 or 

P/N 48510–3 with a new MLG AES cam 

mechanism assembly having P/N 48510–5, in 

accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–32–100, Revision A, dated August 30, 

2012. Accomplishing this replacement 

terminates the repetitive inspections required 

by this AD. 

(k) New Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (j) of this AD, if those 

actions were performed before the effective 

date of this AD using Bombardier Service 

Bulletin 84–32–100, dated August 15, 2012. 

(l) 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. ATTN: Program 

Manager, Continuing Operational Safety, 

FAA, New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 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. 

(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 the DAH with a State 

of Design Authority’s design organization 

approval, as applicable). You are required to 

ensure the product is airworthy before it is 

returned to service. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2011–01R2, 

dated May 21, 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–2014–0129. 

(2) For service information identified in 

this 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 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 February 

26, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–04887 Filed 3–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0126; Directorate 

Identifier 2013–NM–236–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all The 

Boeing Company Model airplanes. This 

proposed AD was prompted by reports 

of latently failed fuel shutoff valves 

discovered during fuel filter 

replacement. This proposed AD would 

require revising the maintenance or 

inspection program to include new 

airworthiness limitations. We are 

proposing this AD to detect and correct 

latent failures of the fuel shutoff valve 

to the engine, which could result in the 

inability to shut off fuel to the engine 

and, in case of certain engine fires, an 

uncontrollable fire that could lead to 

wing failure. 

DATES: We must receive comments on 

this proposed AD by April 21, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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: Deliver to Mail 

address above 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 by searching for 

and locating Docket No. FAA–2014– 

0126; 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 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Rebel Nichols, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: (425) 917–6509; 

fax: (425) 917–6590; email: 

rebel.nichols@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2014–0126; Directorate Identifier 2013– 

NM–236–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 have received reports of latently 

failed fuel shutoff valves discovered 

during fuel filter replacement. 

Deficiencies in the valve actuator design 

have resulted in latent failures of the 

fuel shutoff valve to the engine. This 

condition, if not detected and corrected, 

could result in latent failures of the fuel 

shutoff valve to the engine, which could 

result in the inability to shut off fuel to 

the engine and, in case of certain engine 

fires, an uncontrollable fire that could 

lead to wing failure. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 


emcdonald on DSK67QTVN1PROD with PROPOSALS