6536 Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 

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 that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–03–09 The Boeing Company: 

Amendment 39–16593; Docket No. 

FAA–2010–1043; Directorate Identifier 

2010–NM–200–AD. 

Effective Date 

(a) This AD is effective March 14, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model MD–90–30 airplanes, 

certificated in any category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 74, Ignition. 

Unsafe Condition 

(e) This AD was prompted by a possible 

latent failure in the fire handle shutoff relay 

circuit due to a lack of separation between 

engine wires. We are proposing this AD to 

minimize the possibility of a multiple engine 

shutdown due to single fire handle 

activation. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Wire Installation 

(g) Within 4,200 flight hours after the 

effective date of this AD, install new fire 

handle shutoff system wiring, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–74A002, 

dated August 17, 2010. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office, 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 manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) 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. 

Related Information 

(i) For more information about this AD, 

contact William S. Bond, Aerospace 

Engineer, Propulsion Branch, ANM–140L, 

FAA, Los Angeles Aircraft Certification 

Office, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5253; fax: 562–627–5210; e-mail: 

William.Bond@faa.gov. 

Material Incorporated by Reference 

(j) You must use Boeing Alert Service 

Bulletin MD90–74A002, dated August 17, 

2010, to do the actions required by this AD, 

unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin MD90–74A002, 

dated August 17, 2010, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on January 

26, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2428 Filed 2–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1108; Directorate 

Identifier 2010–NM–151–AD; Amendment 

39–16592; AD 2011–03–08] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–215–1A10 (CL–215), CL– 

215–6B11 (CL–215T Variant), and CL– 

215–6B11 (CL–415 Variant) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced * * * resulting in 

loss of the associated hydraulic system and 

high-energy impact damage to adjacent 

systems and structure. * * * 

* * * * * 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator has been conducted. It has 

identified that the worst-case scenarios 

would be impact damage to various 

components, potentially resulting in fuel 

spillage, uncommanded flap movement, or 

loss of aileron control [and consequent 

reduced controllability of the airplane]. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

March 14, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 14, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 6537 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Christopher Alfano, Aerospace 

Engineer, Airframe and Mechanical 

Systems Branch, ANE–171, FAA, New 

York Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7340; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on November 9, 2010 (75 FR 

68728). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced on CL–600–2B19 

(CRJ) aircraft, resulting in loss of the 

associated hydraulic system and high-energy 

impact damage to adjacent systems and 

structure. To date, the lowest number of 

flight cycles accumulated at the time of 

failure has been 6991. 

Although there have been no failures to 

date on any CL–215–1A10 (CL–215) or CL– 

215–6B11 (CL–215T and CL–415) aircraft, 

similar accumulators, Part Number (P/N) 08– 

8423–010 (MS28700–3), to those installed on 

the CL–600–2B19, are installed on the 

aircraft listed in the Applicability section of 

this directive [MCAI]. 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator has been conducted. It has 

identified that the worst-case scenarios 

would be impact damage to various 

components, potentially resulting in fuel 

spillage, uncommanded flap movement, or 

loss of aileron control [and consequent 

reduced controllability of the airplane]. 

This directive [MCAI] mandates repetitive 

[ultrasonic] inspections of the accumulators 

for cracks and replacement of any 

accumulator in which a crack is detected. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 6 

products of U.S. registry. We also 

estimate that it will take about 7 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $3,570, or $595 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 6 work-hours and require parts 

costing $4,055, for a cost of $4,565 per 

product. We have no way of 

determining the number of products 

that may 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 regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2011–03–08 Bombardier, Inc.: Amendment 

39–16592. Docket No. FAA–2010–1108; 

Directorate Identifier 2010–NM–151–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective March 14, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Bombardier, Inc. 

airplanes, certificated in any category, 

identified in paragraphs (c)(1), (c)(2), and 

(c)(3) of this AD. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
6538 Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 

(1) Model CL–215–1A10 (CL–215) 

airplanes, serial numbers 1001 through 1990 

inclusive; 

(2) Model CL–215–6B11 (CL–215T Variant) 

airplanes, serial numbers 1056 through 1125 

inclusive; 

(3) Model CL–215–6B11 (CL–415 Variant) 

airplanes, serial numbers 2001 through 2990 

inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls; and 32: 

Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Seven cases of on-ground hydraulic 

accumulator screw cap or end cap failure 

have been experienced * * * resulting in 

loss of the associated hydraulic system and 

high-energy impact damage to adjacent 

systems and structure. * * * 

* * * * * 

A detailed analysis of the systems and 

structure in the potential line of trajectory of 

a failed screw cap/end cap for each 

accumulator has been conducted. It has 

identified that the worst-case scenarios 

would be impact damage to various 

components, potentially resulting in fuel 

spillage, uncommanded flap movement, or 

loss of aileron control [and consequent 

reduced controllability of the airplane]. 

* * * * * 

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. 

Inspection to Determine Flight Hours 

(g) Within 50 flight hours after the effective 

date of this AD, inspect to determine the 

number of flight cycles accumulated by each 

of the applicable accumulators (i.e., brake, 

aileron, elevator, and rudder accumulators) 

having part number (P/N) 08–8423–010 

(MS28700–3) installed on the airplane. A 

review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

number of flight cycles accumulated can be 

conclusively determined from that review. 

Initial Ultrasonic Inspection 

(h) For Model CL–215–1A10 (CL–215) and 

CL–215–6B11 (CL–215T) airplanes: do an 

ultrasonic inspection for cracking of the 

accumulator at the applicable time specified 

in paragraph (h)(1) or (h)(2) of this AD, in 

accordance with Part B of the 

Accomplishment Instructions of the 

applicable service bulletin listed in table 1 of 

this AD. 

TABLE 1—SERVICE BULLETINS

For model— Use Bombardier 

Service Bulletin— Revision— Dated— 

CL–215–1A10 (CL–215) ..................................................................................................... 215–541 1 March 12, 2010. 

CL–215–6B11 (CL–215T) ................................................................................................... 215–3155 1 March 12, 2010. 

CL–600–6B11 (CL–415) ..................................................................................................... 215–4414 1 March 12, 2010. 

(1) For any accumulator on which the 

inspection required by paragraph (g) of this 

AD shows an accumulation of more than 875 

total flight cycles or on which it is not 

possible to determine the number of total 

accumulated flight cycles, do the inspection 

within 125 flight cycles after the effective 

date of this AD. 

(2) For any accumulator on which the 

inspection required by paragraph (g) of this 

AD shows an accumulation of 875 total flight 

cycles or fewer, do the inspection before the 

accumulation of 1,000 flight cycles on the 

accumulator. 

(i) For Model CL–215–6B11 (CL–415) 

airplanes, do an ultrasonic inspection for 

cracking of the accumulator at the applicable 

time specified in paragraph (i)(1) or (i)(2) of 

this AD, in accordance with Part B of the 

Accomplishment Instructions of the 

applicable service bulletin listed in Table 1 

of this AD. 

(1) For any accumulator on which the 

inspection required by paragraph (g) of this 

AD shows an accumulation of more than 750 

flight cycles or on which it is not possible to 

determine the number of total accumulated 

flight cycles, do the inspection within 250 

flight cycles after the effective date of this 

AD. 

(2) For any accumulator on which the 

inspection required by paragraph (g) of this 

AD shows an accumulation of 750 total flight 

cycles or fewer, do the inspection before the 

accumulation of 1,000 flight cycles on the 

accumulator. 

Repetitive Inspections 

(j) If no cracking is found during any 

inspection required by paragraph (h) or (i) of 

this AD, repeat the inspection thereafter at 

intervals not to exceed 750 flight cycles. 

(k) If any cracking is found during any 

inspection required by paragraph (h) or (i) of 

this AD, before further flight, replace the 

accumulator with a serviceable accumulator, 

in accordance with Part B of the 

Accomplishment Instructions of the 

applicable service bulletin listed in Table 1 

of this AD. Doing the replacement does not 

end the inspection requirements of this AD. 

Repeat the inspections required by paragraph 

(h) or (i) of this AD at intervals not to exceed 

750 flight cycles. 

Parts Installation 

(l) As of the effective date of this AD, no 

person may install an accumulator (P/N) 08– 

8423–010 (MS28700–3) on any airplane 

unless the accumulator has been inspected in 

accordance with the requirements of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(m) Inspections accomplished before the 

effective date of this AD in accordance with 

the applicable service bulletin listed in Table 

2 of this AD are considered acceptable for 

compliance with the corresponding action 

specified in this AD. 

TABLE 2—CREDIT SERVICE BULLETINS

For model— Use Bombardier 

Service Bulletin— Dated— 

CL–215–1A10 (CL–215) ............................................................................................................................. 215–541 July 9, 2009. 

CL–215–6B11 (CL–215T) ........................................................................................................................... 215–3155 July 9, 2009. 

CL–600–6B11 (CL–415) ............................................................................................................................. 215–4414 July 9, 2009. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

No differences. 

Other FAA AD Provisions 

(n) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. Send information to Attn: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 6539 

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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(o) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–42R1, dated May 14, 

2010; and the service bulletins listed in table 

1 of this AD; for related information. 

Material Incorporated by Reference 

(p) You must use the service information 

contained in Table 3 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

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

855–7401; e-mail 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

TABLE 3—MATERIAL INCORPORATED BY REFERENCE

Document Revision Date 

Bombardier Service Bulletin 215–541 ...................................................................................................................... 1 March 12, 2010. 

Bombardier Service Bulletin 215–3155 .................................................................................................................... 1 March 12, 2010. 

Bombardier Service Bulletin 215–4414 .................................................................................................................... 1 March 12, 2010. 

Issued in Renton, Washington, on January 

26, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2444 Filed 2–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1109; Directorate 

Identifier 2010–NM–155–AD; Amendment 

39–16597; AD 2011–03–13] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2C10 (Regional Jet 

Series 700, 701, & 702) Airplanes, 

Model CL–600–2D15 (Regional Jet 

Series 705) Airplanes, and Model CL– 

600–2D24 (Regional Jet Series 900) 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Rudder Travel Limiter (RTL) return spring, 

part number (P/N) E0650–069–2750S, failed 

prior to completion of the required 

endurance test. In addition, the replacement 

RTL return spring, P/N 670–93465–1 * * * 

was found to be susceptible to chafing on the 

primary actuator, which could also result in 

eventual dormant spring failure. There are 

two return springs in the RTL and if both 

springs failed, a subsequent mechanical 

disconnect of the RTL components would 

result in an unannunciated failure of the 

RTL. This, in turn, would permit an increase 

of rudder authority beyond normal structural 

limits and, in the event of a strong rudder 

input, controllability of the aeroplane could 

be affected. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

March 14, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 14, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7318; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on November 10, 2010 (75 FR 

69030). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Rudder Travel Limiter (RTL) return spring, 

part number (P/N) E0650–069–2750S, failed 

prior to completion of the required 

endurance test. In addition, the replacement 

RTL return spring, P/N 670–93465–1 (see 

Note) was found to be susceptible to chafing 

on the primary actuator, which could also 

result in eventual dormant spring failure. 

There are two return springs in the RTL and 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1