40288 Federal Register / Vol. 76, No. 131 / Friday, July 8, 2011 / Proposed Rules 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

It has been found the possibility of freeplay between the mass balance weight and 

the elevator structure. This condition if not 

corrected could lead to elevator flutter and 

possible loss of airplane control. 

Since this condition may occur in other 

airplanes of the same type and affects flight 

safety, a corrective action is required. Thus, 

sufficient reason exists to request compliance 

with this AD in the indicated time limit. 

The MCAI requires replacement of the bolts 

that attach the balance mass weights to the 

elevator structure. 

Actions and Compliance 

(f) Unless already done, within 12 calendar 

months after the effective date of this AD, 

replace the bolts that attach the balance mass 

weights to the elevator structure following 

EMBRAER S.A. PHENOM Service Bulletin 

No.: 505–55–0002, dated January 14, 2011. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: The MCAI 

applies to SN 50500004 through 50500023. 

This AD applies to all SN through 50500023. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

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: Jim Rutherford, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 329– 

4090. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, 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 

(h) Refer to MCAI AGEˆNCIA NACIONAL 

DE AVIAC ̧A ̃ O CIVIL—BRAZIL (ANAC) AD 

No.: 2011–05–05, effective date June 16, 

2011; and EMBRAER S.A. PHENOM Service 

Bulletin No.: 505–55–0002, dated January 14, 

2011, for related information. For service 

information related to this AD, contact 

EMBRAER S.A., Phenom Maintenance 

Support, Av. Brig. Faria Lima, 2170, Sao Jose 

dos Campos—SP, CEP: 12227–901—PO Box: 

36/2, BRASIL; telephone: ++55 12 3927– 

5383; fax: ++55 12 3927–2619; E-mail: 

phenom.reliability@embraer.com.br; Internet: 

http://www.embraer.com.br. You may review 

copies of the referenced service information 

at the FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

Issued in Kansas City, Missouri, on July 1, 

2011. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–17264 Filed 7–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0652; Directorate 

Identifier 2010–NM–045–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model MD–90–30 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Model MD–90–30 airplanes. This 

proposed AD would require repetitive 

eddy current high frequency (ETHF) 

inspections for cracking on the aft side 

of the left and right wing rear spar lower 

caps at station Xrs = 164.000, further 

ETHF inspections if cracks are found, 

and repair if necessary. This proposed 

AD would also require repetitive postrepair inspections and repair if 

necessary. This proposed AD was 

prompted by reports of cracks of the 

wing rear spar lower cap at the outboard 

flap, inboard drive hinge at station Xrs 

= 164.000. We are proposing this AD to 

detect and correct cracking of the left 

and right rear spar lower caps, which 

could result in fuel leaks and damage to 

the wing skin or other structure, and 

consequent loss of the structural 

integrity of the wing. 

DATES: We must receive comments on 

this proposed AD by August 22, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 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. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Roger Durbin, Airframe Branch, ANM– 

120L, FAA, Los Angeles Aircraft 

Certification Office (ACO), 3960 

Paramount Boulevard, Lakewood, 

California 90712–4137; phone (562) 

627–5233; fax (562) 627–5210; e-mail: 

roger.durbin@faa.gov. 

SUPPLEMENTARY INFORMATION: 


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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–2011–0652; Directorate Identifier 

2010–NM–045–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 cracks of 

the wing rear spar lower cap at the 

outboard flap, inboard drive hinge at 

station Xrs = 164.000, on Model MD–80 

airplanes. It has been determined that 

these cracks are the result of material 

fatigue from normal flap operating 

loads. This condition, if not corrected, 

could result in fuel leaks and damage to 

the wing skin or other structure, and 

consequent loss of the structural 

integrity of the wing. 

The subject area on Model MD–90–30 

airplanes is almost identical to that on 

Model MD–80 airplanes. Therefore, 

Model MD–90–30 airplanes may be 

subject to the unsafe condition revealed 

on Model MD–80 airplanes. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. 

This service bulletin describes 

procedures for repetitive eddy current 

high frequency (ETHF) inspections for 

cracks on the left and right rear spar 

lower caps at station Xrs=164.000, 

further ETHF inspections if cracks are 

found, optional and non-optional 

repairs, and repetitive post-repair 

inspections. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletin MD90– 

57A026, Revision 1, dated February 23, 

2011, does not specify corrective actions 

if cracking is found during any 

inspection of repaired areas, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 17 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 ..... 4 work-hours × $85 per hour = $340 per inspection 

cycle.

N/A $340 per inspection cycle $5,780 per inspection cycle. 

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. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 


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The Boeing Company: Docket No. FAA– 

2011–0652; Directorate Identifier 2010– 

NM–045–AD. 

Comments Due Date 

(a) We must receive comments by August 

22, 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) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD was prompted by reports of 

cracks of the wing rear spar lower cap at the 

outboard flap, inboard drive hinge at station 

Xrs = 164.000. We are issuing this AD to 

detect and correct cracking of the left and 

right rear spar lower caps, which could result 

in fuel leaks and damage to the wing skin or 

other structure, and consequent loss of the 

structural integrity of the wing. 

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. 

Repetitive Inspections, Further Inspections if 

Cracking Found, Repair, and Repetitive 

Post-Repair Inspections 

(g) Before the accumulation of 30,000 total 

flight cycles, or within 10,000 flight cycles 

after the effective date of this AD, whichever 

occurs later, do an eddy current high 

frequency (ETHF) inspection for cracking on 

the aft side of the left and right wing rear spar 

lower caps at station Xrs = 164.000, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. If no cracking is found on the left 

or right wing rear spar lower cap, repeat the 

inspection on the affected wing rear spar 

lower cap thereafter at intervals not to exceed 

2,550 flight cycles. Doing a repair of the left 

or right wing rear spar lower cap required by 

this AD terminates the repetitive inspection 

required by this paragraph for that side only. 

(h) If, during any inspection required by 

paragraph (g) of this AD, any crack is found 

that is two inches or less and not in the rear 

spar lower cap forward horizontal leg radius: 

Before further flight, do an ETHF inspection 

for cracking on the affected wing rear spar 

upper cap at station Xrs = 164.000, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. 

(1) If no crack is found in the rear spar 

upper cap during the inspection required in 

paragraph (h) of this AD, do the actions 

specified in paragraph (h)(1)(i) or (h)(1)(ii) of 

this AD. 

(i) Option 1: Before further flight, do a 

doubler repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 13,500 flight cycles after 

doing the doubler repair, do an ETHF 

inspection for any cracking in the repaired 

area of the rear spar lower cap, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an eddy current 

low frequency (ETLF) inspection and an 

ultrasonic (UT) inspection for cracking in the 

repaired area of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair in accordance with a method 

approved in accordance with the procedures 

specified in paragraph (k) of this AD. 

(2) If any crack that is two inches or less 

is found in the rear spar upper cap during the 

inspection required by paragraph (h) of this 

AD, do the actions specified in paragraph 

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

(i) Option 1: Before further flight, do a 

doubler repair of the rear spar upper and 

lower caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 13,500 flight 

cycles after doing the doubler repair, do an 

ETHF inspection for any cracking in the 

repaired area of the rear spar upper and 

lower caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF inspection and a UT inspection for any 

cracking in the repaired area of the rear spar 

lower cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(3) If any crack that is greater than two 

inches is found in the rear spar upper cap 

during the inspection required by paragraph 

(h) of this AD, do the actions specified in 

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

(i) Option 1: Before further flight, do a 

splice repair of the rear spar upper cap and 

a doubler repair of the rear spar lower cap, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 13,500 flight cycles after 

doing the doubler repair, do an ETHF 

inspection for any cracking in the repaired 

area of the rear spar lower cap, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF inspection and a UT inspection for any 

cracking in the repaired area of the rear spar 

lower cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(i) If any crack is found during any 

inspection required by paragraph (g) of this 

AD that is greater than two inches or is in 

the rear spar lower cap forward horizontal leg 

radius, before further flight, do an ETHF for 

cracking on the affected wing rear spar upper 

cap at station Xrs = 164.000, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. 

(1) If no crack is found in the rear spar 

upper cap, before further flight, do a splice 

repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an ETLF and a UT 

inspection for any cracking of the repaired 

area of the lower rear spar cap, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspection thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 


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paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(2) If any crack that is two inches or less 

is found in the rear spar upper cap, do the 

actions specified in paragraph (i)(2)(i) or 

(i)(2)(ii) of this AD. 

(i) Option 1: Do the actions specified in 

paragraphs (i)(2)(i)(A), (i)(2)(i)(B), and 

(i)(2)(i)(C) of this AD. 

(A) Before further flight, do a doubler 

repair of the rear spar upper cap and a splice 

repair of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. 

(B) Within 13,500 flight cycles after doing 

the doubler repair required by paragraph 

(i)(2)(i)(A) of this AD, do an ETHF inspection 

for any cracking in the repaired area of the 

rear spar upper cap, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Repeat the 

inspection thereafter at intervals not to 

exceed 8,500 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(C) Within 20,000 flight cycles after doing 

the splice repair required by paragraph 

(i)(2)(i)(A) of this AD, do an ETLF and a UT 

inspection for cracking in the repaired area 

of the rear spar lower cap, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

(ii) Option 2: Before further flight, do a 

splice repair of the rear spar upper and lower 

caps, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–57A026, Revision 1, 

dated February 23, 2011. Within 20,000 flight 

cycles after doing the splice repair, do an 

ETLF and a UT inspection for cracking in the 

repaired area of the rear spar lower cap, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Repeat the inspections thereafter at 

intervals not to exceed 3,000 flight cycles. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair in accordance with a method 

approved in accordance with the procedures 

specified in paragraph (k) of this AD. 

(3) If any crack that is greater than two 

inches is found in the rear spar upper cap, 

before further flight, do a splice repair of the 

rear spar upper and lower caps, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–57A026, Revision 1, dated February 

23, 2011. Within 20,000 flight cycles after 

doing the splice repair, do an ETLF and a UT 

inspection for cracking in the repaired area 

of the rear spar lower cap, in accordance with 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin MD90–57A026, 

Revision 1, dated February 23, 2011. Repeat 

the inspections thereafter at intervals not to 

exceed 3,000 flight cycles. If any cracking is 

found during any inspection required by this 

paragraph, before further flight, repair in 

accordance with a method approved in 

accordance with the procedures specified in 

paragraph (k) of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(j) Doing an ETHF inspection for cracks, 

and doing a doubler repair to the rear spar 

upper and lower caps in accordance with 

Boeing Alert Service Bulletin MD90–57A026, 

dated February 11, 2010, before the effective 

date of this AD, are acceptable for 

compliance with the corresponding actions 

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

AD. 

Alternative Methods of Compliance 

(AMOCs) 

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

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Related Information 

(l) For more information about this AD, 

contact Roger Durbin, Airframe Branch, 

ANM–120L, FAA, Los Angeles ACO, 3960 

Paramount Boulevard, Lakewood, California 

90712–4137; phone: (562) 627–5233; fax: 

(562) 627–5210; e-mail: 

roger.durbin@faa.gov. 

(m) 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. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on June 29, 

2011. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–17267 Filed 7–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0651; Directorate 

Identifier 2011–NM–041–AD] 

RIN 2120–AA64 

Airworthiness Directives; Learjet Inc. 

Model 45 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD would require revising the 

maintenance program to incorporate life 

limits for the main landing gear (MLG) 

actuator end cap. This proposed AD was 

prompted by a report of the potential for 

fatigue cracking of the end cap of the 

MLG prior to the published life 

limitation. We are proposing this AD to 

prevent fatigue cracking of the end cap 

of the MLG, which could result in the 

failure of the MLG actuator upon 

landing, and failure of the MLG to 

extend or retract during flight. 

DATES: We must receive comments on 

this proposed AD by August 22, 2011. 

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: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Learjet, Inc., 

One Learjet Way, Wichita, Kansas 

67209–2942; telephone 316–946–2000; 

fax 316–946–2220; e-mail 

ac.ict@aero.bombardier.com; Internet 

http://www.bombardier.com. You may 


jlentini on DSK4TPTVN1PROD with PROPOSALS