61288 Federal Register / Vol. 72, No. 209 / Tuesday, October 30, 2007 / Rules and Regulations 

(b) July 25 in Arizona. 

(c) August 15 in North Carolina; 

Oklahoma; and Haskell and Knox 

Counties, Texas. 

(d) August 31 in Virginia. 

(e) In Alabama; California; Florida; 

and Georgia; the dates established by 

the Special Provisions for each planting 

period; and 

(f) October 15 in Bailey, Castro, 

Dallam, Deaf Smith, Floyd, Gaines, 

Hale, Hartley, Lamb, Parmer, Swisher, 

and Yoakum Counties, Texas; Delaware; 

Maryland; New Jersey; and all counties 

in New Mexico except San Juan. 

10. Cause of Loss 

* * * * * 

(b) * * * 

(1) Damage that occurs or becomes 

evident after the end of the insurance 

period, including, but not limited to, 

damage that occurs or becomes evident 

in storage; or 

* * * * * 

12. Settlement of Claim 

* * * * * 

(b) * * * 

(7) Multiplying the result of section 

12(b)(6) by your share. 

For example: You have a 100 percent 

share in 100 harvested acres of potatoes 

in the unit, with a guarantee of 150 

hundredweight per acre and a price 

election of $4.00 per hundredweight. 

You are only able to harvest 10,000 

hundredweight. Your indemnity would 

be calculated as follows: 

(1) 100 acres × 150 hundredweight = 

15,000 hundredweight guarantee; 

(2) 15,000 hundredweight × $4.00 

price election = $60,000.00 value of 

guarantee; 

(4) 10,000 hundredweight × $4.00 

price election = $40,000.00 value of 

production to count; 

(5) $60,000.00 ¥ $40,000.00 = 

$20,000.00 loss; and 

(6) $20,000.00 × 100 percent = 

$20,000.00 indemnity payment. 

You also have a 100 percent share in 

100 unharvested acres of potatoes in the 

same unit, with a guarantee of 150 

hundredweight per acre and a price 

election of $3.60 per hundredweight. 

(The price election for unharvested 

acreage is 90.0 percent of your elected 

price election ($4.00 × 0.90 = $3.60.)) 

This unharvested acreage was appraised 

at 35 hundredweight per acre for a total 

of 3500 hundredweight as production to 

count. Your total indemnity for the 

harvested and unharvested acreage 

would be calculated as follows: 

(1) 100 acres × 150 hundredweight = 

15,000 hundredweight guarantee for the 

harvested acreage, and 

100 acres × 150 hundredweight = 

15,000 hundredweight guarantee for the 

unharvested acreage; 

(2) 15,000 hundredweight guarantee × 

$4.00 price election = $60,000.00 value 

of guarantee for the harvested acreage, 

and 

15,000 hundredweight guarantee × 

$3.60 price election = $54,000.00 value 

of guarantee for the unharvested 

acreage; 

(3) $60,000.00 + $54,000.00 = 

$114,000.00 total value of guarantee; 

(4) 10,000 hundredweight × $4.00 

price election = $40,000.00 value of 

production to count for the harvested 

acreage, and 3500 hundredweight × 

$3.60 = $12,600.00 value of production 

to count for the unharvested acreage; 

(5) $40,000.00 + $12,600.00 = 

$52,600.00 total value of production to 

count; 

(6) $114,000.00 ¥ $52,600.00 = 

$61,400.00 loss; and 

(7) $61,400.00 loss × 100 percent = 

$61,400.00 indemnity payment. 

* * * * * 

(d) * * * 

(1) * * * 

(iv) Unharvested production, 

including unharvested production on 

insured acreage you intend to put to 

another use or abandon, or acreage 

damaged by insurable causes and for 

which you cease to provide further care, 

if you and we agree on the appraised 

amount of production. Upon such 

agreement, the insurance period for that 

acreage will end when you put the 

acreage to another use or cease 

providing care for the crop. This 

unharvested production may be 

adjusted in accordance with sections 

12(e), and the value of all unharvested 

production will be calculated using the 

reduced price election determined in 

section 3(b). If agreement on the 

appraised amount of production is not 

reached: 

* * * * * 

(e) Only marketable lots of mature 

potatoes will be production to count for 

loss adjustment purposes, except for 

production specified in 12(e)(1): 

(1) Production not meeting the 

standards for grading U.S. No. 2 due to 

external defects will be determined on 

an individual basis for all harvested and 

unharvested potatoes if we determine it 

is or would be practical to separate the 

damaged production; 

(2) All determinations must be based 

upon a grade inspection; and 

(3) Prior to any grade inspection, you 

must notify us of the intended use of the 

potatoes so the appropriate United 

States Standard will be applied (We 

may request previous sales records to 

verify your claimed intended use or 

base the intended use on the type of 

potato grown if such potatoes are not 

usually grown for the intended use you 

reported). 

(4) Marketable lots of potatoes will 

include any lot of potatoes that is: 

(i) Stored; 

(ii) Sold as seed; 

(iii) Sold for human consumption; or 

(iv) Harvested and not sold or that is 

appraised if such lots meet the 

standards for grading U.S. No. 2 grade 

or better on a sample basis. 

(5) Marketable lots will also include 

any potatoes that we determine: 

(i) Could have been sold for seed or 

human consumption in the general 

marketing area; 

(ii) Were not sold as a result of 

uninsured causes including, but not 

limited to, failure to meet chipper or 

processor standards for fry color or 

specific gravity; or 

(iii) Were disposed of without our 

prior written consent and such 

disposition prevented our determination 

of marketability. 

(6) Unless included in section 12(e)(4) 

or (5), a potato lot will not be 

considered marketable if, due to 

insurable causes of damage, it: 

(i) Is partially damaged, and is 

salvageable only for starch, alcohol, or 

livestock feed; 

(ii) Does not meet the standards for 

grading U.S. No. 2 grade or better due 

to internal defects; or 

(iii) Does not meet the standards for 

grading U.S. No. 2 grade or better due 

to external defects, and it is not 

practical to separate the damaged 

production. 

* * * * * 

Signed in Washington, DC on October 23, 

2007. 

Eldon Gould, 

Manager, Federal Crop Insurance 

Corporation. 

[FR Doc. E7–21238 Filed 10–29–07; 8:45 am] 

BILLING CODE 3410–08–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–29235; Directorate 

Identifier 2007–NM–232–AD; Amendment 

39–15245; AD 2007–22–09] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model DHC–8–400 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 


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Federal Register / Vol. 72, No. 209 / Tuesday, October 30, 2007 / Rules and Regulations 61289 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Bombardier Model DHC–8–400 series 

airplanes. This AD requires an 

inspection to detect discrepancies of the 

main landing gear (MLG) system, an 

inspection of the jam nut of the retract 

actuator of the MLGs to ensure the wire 

lock is in place and the nut is secured, 

an inspection of the retract actuator for 

any signs of corrosion or wear, and 

applicable related investigative and 

corrective actions if necessary. This AD 

also requires submitting an inspection 

report to Bombardier. This AD results 

from two reports of collapse of MLGs 

within a few days of each other. We are 

issuing this AD to detect and correct 

potential failure of major components of 

the MLG assembly and attachments, 

which could result in the possible 

collapse of a MLG and consequent 

damage to the airplane and injury to 

people or damage to property on the 

ground. 

DATES: This AD becomes effective 

November 14, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 14, 2007. 

We must receive comments on this 

AD by November 29, 2007. 

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 AD, contact Bombardier, Inc., 

Bombardier Regional Aircraft Division, 

123 Garratt Boulevard, Downsview, 

Ontario M3K 1Y5, Canada. 

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 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: Jon 

Hjelm, Aerospace Engineer, Airframe 

and Propulsion Branch, ANE–171, FAA, 

New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, New York 11590; 

telephone (516) 228–7323; fax (516) 

794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

Transport Canada Civil Aviation 

(TCCA), which is the airworthiness 

authority for Canada, notified us that an 

unsafe condition may exist on certain 

Bombardier Model DHC–8–400 series 

airplanes. TCCA advises that, on 

September 9, 2007, a main landing gear 

(MLG) collapsed on a Bombardier 

Model DHC–8–400 series airplane 

during landing, and that two days later 

on September 11, 2007, another MLG 

collapsed on a Bombardier Model DHC–

8–400 series airplane during landing. It 

has been determined that the root cause 

of both MLG failures was a failure of the 

retract actuator during gear extension. 

This failure allowed the gear to fall 

unrestricted with sufficient force to 

break the over-center drag strut. The 

reason for the component failure was 

determined to be caused by internal 

corrosion of the threads at the rod end 

of the retract actuator. Potential failure 

of the major components of the MLG 

assembly and attachments, if not 

corrected, could result in the possible 

collapse of the MLG and consequent 

damage to the airplane and injury to 

people or damage to property on the 

ground. 

Relevant Service Information 

Bombardier has issued DHC–8 Series 

400 Maintenance Requirements Manual 

(PSM 1–84–7), Part 1 (Maintenance 

Review Board Report), tasks Z700–03E 

(left hand) and Z700–04E (right hand). 

These tasks describe procedures for 

doing a general visual inspection to 

detect discrepancies of the left- and 

right-hand MLG systems. 

Bombardier also has issued Repair 

Drawing (RD) 8/4–32–059, Issue 4, 

dated September 14, 2007. Bombardier 

RD 8/4–32–059 refers to Goodrich 

Service Concession Request SCR 086–

07, Revision C, dated September 14, 

2007, as an additional source of service 

information for accomplishing the 

procedures in the RD. These documents 

describe procedures for doing an 

inspection of the retract actuator for any 

signs of corrosion or wear, and doing 

applicable corrective actions if 

necessary, which include adjusting the 

retracted length of the rod end, torquing 

the jam nut, installing a wire lock, and 

lubricating the piston if necessary. 

These documents also describe 

procedures for doing a detailed 

inspection of affected parts for any signs 

of corrosion or wear, and doing 

applicable related investigative and 

corrective actions if necessary. The 

related investigative actions involve 

visually inspecting the threads of the 

piston pin and the thread relief area for 

evidence of corrosion. The corrective 

actions include, but are not limited to, 

removing the wire lock, backing off the 

jam nut and rod end out of the piston, 

replacing any discrepant retract actuator 

or actuator assembly, coating certain 

parts with a corrosion inhibitor 

compound, and reworking any corroded 

threaded area of the piston. 

TCCA mandated the RD and 

Bombardier DHC–8 Series 400 

Maintenance Requirements Manual 

(PSM 1–84–7), Part 1 (Maintenance 

Review Board Report), tasks Z700–03E 

(left hand) and Z700–04E (right hand), 

and issued Canadian airworthiness 

directive CF–2007–20, dated September 

12, 2007, to ensure the continued 

airworthiness of these airplanes in 

Canada. 

FAA’s Determination and Requirements 

of this AD 

These airplanes are manufactured in 

Canada and are type certificated for 

operation in the United States under the 

provisions of section 21.29 of the 

Federal Aviation Regulations (14 CFR 

21.29) and the applicable bilateral 

airworthiness agreement. Pursuant to 

this bilateral airworthiness agreement, 

TCCA has kept the FAA informed of the 

situation described above. We have 

examined TCCA’s findings, evaluated 

all pertinent information, and 

determined that we need to issue an AD 

for products of this type design that are 

certificated for operation in the United 

States. 

Therefore, we are issuing this AD to 

detect and correct potential failure of 

major components of the MLG assembly 

and attachments, which could result in 

the possible collapse of a MLG and 

consequent damage to the airplane and 

injury to people or damage to property 

on the ground. This AD requires doing 

a general visual inspection to detect 

discrepancies of the left- and right-hand 

MLG systems, doing a general visual 

inspection of the jam nut of the retract 

actuator of the left- and right-hand 

MLGs to ensure the wire lock is in place 

and the nut is secured, doing a detailed 


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inspection of the retract actuator for any 

signs of corrosion or wear, and doing 

applicable related investigative and 

corrective actions if necessary. This AD 

also requires reporting the inspection 

results to Bombardier. 

Interim Action 

We consider this AD interim action. 

The inspection reports that are required 

by this AD will enable the manufacturer 

to obtain better insight into the nature, 

cause, and extent of the problem, and 

eventually to develop final action to 

address the unsafe condition. Once final 

action has been identified, we might 

consider further rulemaking. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD; therefore, providing notice and 

opportunity for public comment before 

the AD is issued is impracticable, and 

good cause exists to make this AD 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA–

2007–29235; Directorate Identifier 

2007–NM–232–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this AD. We will consider all 

comments received by the closing date 

and may amend this 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 AD. 

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 have 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 that the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2007–22–09 Bombardier, Inc. (Formerly de 

Havilland, Inc.): Amendment 39–15245. 

Docket No. FAA–2007–29235; 

Directorate Identifier 2007–NM–232–AD. 

Effective Date 

(a) This AD becomes effective November 

14, 2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Bombardier Model 

DHC–8–400 series airplanes, certificated in 

any category; serial number 003 and 

subsequent. 

Unsafe Condition 

(d) This AD results from two reports of 

collapse of the main landing gear (MLG) 

within a few days of each other. We are 

issuing this AD to detect and correct 

potential failure of major components of the 

MLG assembly and attachments, which could 

result in the possible collapse of the MLG 

and consequent damage to the airplane and 

injury to people or damage to property on the 

ground. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

General Visual Inspection of MLG System 

and Corrective Actions 

(f) Before further flight, do a general visual 

inspection to detect discrepancies of the leftand right-hand MLG system and do all 

applicable corrective actions, in accordance 

with a method approved by the Manager, 

New York Aircraft Certification Office (ACO), 

FAA; or the Transport Canada Civil Aviation 

(TCCA) (or its delegated agent). Bombardier 

DHC–8 Series 400 Maintenance 

Requirements Manual (PSM 1–84–7), Part 1 

(Maintenance Review Board Report), tasks 

Z700–03E (left hand) and Z700–04E (right 

hand), is one approved method for 

accomplishing the general visual inspection. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

General Visual Inspection of the Jam Nut of 

the Retract Actuator of the MLG and 

Corrective Actions 

(g) Before further flight, do a general visual 

inspection of the jam nut of the retract 

actuator of the left- and right-hand MLG to 

ensure the wire lock is in place and the nut 

is secured. If the wire lock is not in place or 

if the jam nut is not secured, before further 

flight, adjust the retracted length of the rod 

end, torque the jam nut, install a wire lock, 

and lubricate the piston, as applicable, in 


rwilkins on PROD1PC63 with RULES
Federal Register / Vol. 72, No. 209 / Tuesday, October 30, 2007 / Rules and Regulations 61291 

accordance with Bombardier Repair Drawing 

(RD) 8/4–32–059, Issue 4, dated September 

14, 2007. 

Note 2: Bombardier Repair Drawing 8/4–

32–059 refers to Goodrich Service 

Concession Request SCR 086–07, Revision C, 

dated September 14, 2007 (specifically item 

14), as an additional source of service 

information for adjusting the retracted length 

of the rod end, torquing the jam nut, 

installing a wire lock, and lubricating the 

piston if necessary, as required by paragraph 

(g) of this AD. 

Detailed Inspection of the Retract Actuator 

of the MLG 

(h) For airplanes on which the retract 

actuator of the MLG, part number 46550–7 or 

46550–9, has accumulated 8,000 or more 

total landings or has been in-service 4 or 

more years since new as of the effective date 

of this AD: Before further flight, do a detailed 

inspection of affected parts for any signs of 

corrosion or wear, and applicable related 

investigative and corrective actions, in 

accordance with Bombardier Repair Drawing 

8/4–32–059, Issue 4, dated September 14, 

2007. 

Note 3: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(i) For airplanes other than those identified 

in paragraph (h) of this AD with a retract 

actuator of the MLG, part number 46550–7 or 

46550–9: Do a detailed inspection of affected 

parts for any signs of corrosion or wear, and 

applicable related investigative and 

corrective actions, in accordance with 

Bombardier RD 8/4–32–059, Issue 4, dated 

September 14, 2007; at the later of the times 

specified in paragraphs (i)(1) and (i)(2) of this 

AD. 

(1) Before the accumulation of 4,000 total 

landings or 2 years since new, whichever 

occurs first. 

(2) Within 500 flight hours after the 

effective date of this AD. 

Note 4: Bombardier Repair Drawing 8/4–

32–059 refers to Goodrich Service 

Concession Request SCR 086–07, Revision C, 

dated September 14, 2007, as an additional 

source of service information for 

accomplishing the applicable related 

investigative and corrective actions required 

by paragraphs (h) and (i) of this AD. 

Actions Done in Accordance with Previous 

Issues of Service Information 

(j) Actions done before the effective date of 

this AD in accordance with Bombardier 

Repair Drawing 8/4–32–059, Issue 1, dated 

September 12, 2007; Issue 2, dated 

September 13, 2007; or Issue 3, dated 

September 13, 2007; are acceptable for 

compliance with the corresponding actions 

specified in paragraphs (g) through (i) of this 

AD. 

Reporting Requirement 

(k) Submit a report of any discrepancy 

found during any inspection required by this 

AD to the Bombardier Technical Help Desk, 

at the applicable time specified in paragraph 

(k)(1) or (k)(2) of this AD; telephone (416) 

375–4000; fax (416) 375–4539; e-mail: 

thd.qseries@aero.bombardier.com. Under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements contained in this AD and has 

assigned OMB Control Number 2120–0056. 

(1) If the inspection was done after the 

effective date of this AD: Submit the report 

within 7 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 7 days after the effective date of this 

AD. 

Special Flight Permit 

(l) Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the airplane can be 

inspected (if the operator elects to do so), 

provided that the procedures and limitations 

in paragraphs (l)(1) and (l)(2) of this AD are 

adhered to. 

(1) Flight Crew Limitations and Procedures: 

(i) Ferry flight with gear extended and 

pinned. 

(ii) Landing to be conducted at a minimum 

descent rate. 

(iii) Minimize braking on landing. 

(iv) Flight to be conducted in accordance 

with Section 4.8 of the Aircraft Operating 

Manual (AOM). 

(v) Essential crew only on board. 

(vi) Flight in known or forecast icing 

condition is prohibited. 

(2) Maintenance Procedures: 

(i) Do the general visual inspection 

required by paragraph (g) of this AD. 

(ii) Do the general visual inspections of the 

stabilizer stay and the hinge points of the 

MLG for general condition and security, in 

accordance with Bombardier Q400 All 

Operator Message 236A, dated September 11, 

2007. 

(iii) If no discrepancy is detected during 

the inspections required by paragraph (l)(2)(i) 

and (l)(2)(ii) of this AD, before further flight, 

insert the ground lock pins and a wire lock 

of the MLG in place. 

(iv) Ensure the ground lock of the nose 

landing gear is engaged. 

Alternative Methods of Compliance 

(AMOCs) 

(m)(1) The Manager, New York ACO, has 

the authority to approve AMOCs for this AD, 

if requested in accordance with the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

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

FSDO. 

Related Information 

(n) Canadian airworthiness directive CF–

2007–20, dated September 12, 2007, also 

addresses the subject of this AD. 

Material Incorporated by Reference 

(o) You must use Bombardier Repair 

Drawing 8/4–32–059, Issue 4, dated 

September 14, 2007, to perform the actions 

that are required by this AD, unless the AD 

specifies otherwise. The Director of the 

Federal Register approved the incorporation 

by reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Bombardier, Inc., Bombardier 

Regional Aircraft Division, 123 Garratt 

Boulevard, Downsview, Ontario M3K 1Y5, 

Canada, for a copy of this service 

information. You may review copies at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington; or 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on October 

19, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–21178 Filed 10–29–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2007–0023; Airspace 

Docket No. 07–AEA–08] 

Establishment of Class E Airspace; 

Muncy, PA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Direct final rule, request for 

comments. 

SUMMARY: This action establishes Class 

E Airspace at Muncy, PA, to provide 

adequate airspace for a new Area 

Navigation (RNAV) Global Positioning 

System (GPS) Special Instrument 

Approach Procedure (IAP) that has been 

developed to serve the Muncy Valley 

Hospital (7PS5), Muncy, PA. 

DATES: Effective 0901 UTC, December 

20, 2007. The Director of the Federal 

Register approves this incorporation by 

reference action under title 1, Code of 

Federal Regulations, part 51, subject to 

the annual revision of FAA Order 

7400.9 and publication of conforming 

amendments. Comments for inclusion 

in the Rules Docket must be received on 

or before November 28, 2007. 


rwilkins on PROD1PC63 with RULES