Federal Register / Vol. 75, No. 95 / Tuesday, May 18, 2010 / Proposed Rules 27665 

operation, and to prevent continued lift 

travel if any of these conditions occur: 

a. Over-temperature of lift motors 

and/or power-frequency converter. 

b. Presence of smoke at motors and in 

electrical-control cabinet. 

c. Over-current at the lift motors. 

d. Asynchronous operation of the 

spindles. 

11. A built-in fire extinguisher must 

be installed in the motor and electricalcontrol cabinet. This fire extinguisher 

must be designed to discharge 

automatically upon the occurrence of a 

fire. 

12. The lift must have the provision 

for manual operation in the event of a 

malfunction such as a loss of power to 

the lift and/or associated systems. 

13. A separate battery backup system 

must provide lighting for the lift-control 

system, lift control/sensors, 

communication system, and lift lights 

for a minimum of 10 minutes in the 

event of loss of power to the lift and/or 

associated systems. 

14. Lift placards must be installed 

near or adjacent the control panels 

identified in special condition 7. The 

placards must be stated as follows: 

a. THIS LIFT IS APPROVED FOR 

MOVING ONLY A SINGLE OCCUPANT 

BETWEEN THE MAIN AND UPPER 

DECKS AND ONLY WHEN SECURED 

TO EITHER AN APPROVED MEDICAL 

STRETCHER OR WHEELCHAIR. NO 

OTHER USES OF THIS LIFT ARE 

APPROVED. 

b. DO NOT OPERATE LIFT DURING 

TAXI, TAKEOFF, LANDING, OR 

TURBULENCE. 

c. AN APPROVED MEDICAL 

STRETCHER OR WHEELCHAIR MUST 

BE PROPERLY SECURED TO THE LIFT 

PLATFORM BEFORE OPERATING 

THIS LIFT. 

d. THE LIFT MUST BE STOWED FOR 

TAXI, TAKEOFF, AND LANDING. THE 

STOWED POSITION REQUIRES THE 

LIFT PLATFORM POSITIONED AT 

THE MAIN–DECK LEVEL WITH THE 

FLOOR PANELS CLOSED. 

15. Instructions on how to: 

a. Configure the lift for operation. 

b. Operate the lift. 

c. Stow the lift for non-operation such 

as during TTL and turbulence. 

d. Operate the mechanical-override 

features in the event of a malfunction 

such as a loss of power to the lift and/ 

or associated systems. 

16. Training and related manuals 

must include: 

a. Limitations and procedures for 

normal lift operation. 

b. Backup and override procedure for 

evacuating the lift and returning it to 

TTL configuration. 

17. Special conditions nos. 3. 4, and 

14 must be documented in the 

Limitations section of the AFM. 

Issued in Renton, Washington, on May 12, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11828 Filed 5–17–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0515; Directorate 

Identifier 2009–NM–196–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2C10 (Regional Jet 

Series 700, 701 & 702), Model CL–600– 

2D15 (Regional Jet Series 705), and 

Model CL–600–2D24 (Regional Jet 

Series 900) 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 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: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

* * * * * 

The loss of an acoustic panel during 

rejected take-off or emergency landing 

load conditions could leave debris on 

the runway. This debris, if not removed, 

creates an unsafe condition for other 

airplanes during take-off or landing, as 

those airplanes could impact debris on 

the runway and sustain damage. The 

proposed AD would require actions that 

are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by July 2, 2010. 

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 

W12–40, 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., 400 Coˆte-Vertu 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. 

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 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: 

Craig Yates, 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– 

7355; 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–2010–0515; Directorate Identifier 

2009–NM–196–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

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27666 Federal Register / Vol. 75, No. 95 / Tuesday, May 18, 2010 / Proposed Rules 

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 have lengthened the 30-day 

comment period for proposed ADs that 

address MCAI originated by aviation 

authorities of other countries to provide 

adequate time for interested parties to 

submit comments. The comment period 

for these proposed ADs is now typically 

45 days, which is consistent with the 

comment period for domestic transport 

ADs. 

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 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2009–33, 

dated July 28, 2009 (referred to after this 

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

condition for the specified products. 

The MCAI states: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

This directive mandates inspection, repair 

(if necessary) and reinforcement of the 

transcowl assemblies. 

The loss of an acoustic panel during 

rejected take-off or emergency landing 

load conditions could leave debris on 

the runway. This debris, if not removed, 

creates an unsafe condition for other 

airplanes during take-off or landing, as 

those airplanes could impact debris on 

the runway and sustain damage. The 

inspection is a detailed visual 

inspection of the outboard edge of the 

transcowl joint extrusion for evidence of 

cracking. The repair consists of doing an 

eddy current or liquid penetrant 

inspection for cracking, and depending 

on the results, either removing the 

affected joint extrusion area and 

replacing with packers, or contacting 

Bombardier for repair instructions and 

doing the repair. The reinforcement of 

the transcowl assemblies includes 

installing new support channels. You 

may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Bombardier has issued Service 

Bulletin 670BA–78–008, Revision A, 

dated July 10, 2009; and Task 05–51– 

27–210–801 of Part 2, Volume 1, of the 

Bombardier CRJ Series Regional Jet 

Aircraft Maintenance Manual (AMM), 

CSP B–001, Revision 28, dated January 

20, 2009. 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. 

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 proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 361 products of U.S. 

registry. We also estimate that it would 

take about 8 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 per product. 

Where the service information lists 

required parts costs that are covered 

under warranty, we have assumed that 

there will be no charge for these costs. 

As we do not control warranty coverage 

for affected parties, some parties may 

incur costs higher than estimated here. 

Based on these figures, we estimate the 

cost of the proposed AD on U.S. 

operators to be $245,480, or $680 per 

product. 

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); 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 proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

mstockstill on DSKH9S0YB1PROD with PROPOSALS

Federal Register / Vol. 75, No. 95 / Tuesday, May 18, 2010 / Proposed Rules 27667 

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: 

Bombardier, Inc.: Docket No. FAA–2010– 

0515; Directorate Identifier 2009–NM– 

196–AD. 

Comments Due Date 

(a) We must receive comments by July 2, 

2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the airplanes 

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

this AD, certificated in any category. 

(1) Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, serial numbers 10003 through 

10265 inclusive. 

(2) Bombardier, Inc. Model CL–600–2D15 

(Regional Jet Series 705) and Model CL–600– 

2D24 (Regional Jet Series 900) airplanes, 

serial numbers 15001 through 15192 

inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 78: Engine exhaust. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Several cases have been reported of cracks 

in the joint extrusions securing the outer 

bondment to the acoustic panel of the nacelle 

transcowl assemblies. Although there is no 

effect on flight safety (thrust reverser 

stowed), thrust reverser deployment under 

rejected take-off or emergency landing load 

conditions could potentially result in 

acoustic panel failure and possible runway 

debris. 

* * * * * 

The loss of an acoustic panel during rejected 

take-off or emergency landing load 

conditions could leave debris on the runway. 

This debris, if not removed, creates an unsafe 

condition for other airplanes during take-off 

or landing, as those airplanes could impact 

debris on the runway and sustain damage. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 5,000 flight hours or 24 months 

after the effective date of this AD, whichever 

occurs first, inspect for the part number and 

serial number of each transcowl assembly, 

and, as applicable, the repair status of each 

transcowl assembly. 

(i) If all transcowl assemblies installed on 

any airplane applicable to this AD meet one 

of the conditions as listed in paragraph 

(f)(1)(i)(A), (f)(1)(i)(B), or (f)(1)(i)(C) of this 

AD, no further action is required by this AD. 

(A) Part number (P/N) KCN624–2003–3, 

–5, or –7. 

(B) P/Ns CN624–2001–XXX or KCN624– 

2001–X (XXX and X mean various dash 

numbers), with serial number (S/N) SB0965 

or higher. 

(C) P/Ns CN624–2001–XXX or KCN624– 

2001–X (XXX and X mean various dash 

numbers), and repaired in accordance with 

one of the Bombardier repair engineering 

orders (REOs) listed in paragraph 1.D of 

Bombardier Service Bulletin 670BA–78–008, 

Revision A, dated July 10, 2009. 

(ii) If one or more of the transcowl 

assemblies have P/N CN624–2001–XXX or 

KCN624–2001–X (XXX and X mean various 

dash numbers), with S/N SB0964 or lower, 

and have not been repaired in accordance 

with one of the Bombardier REOs listed in 

paragraph 1.D of Bombardier Service Bulletin 

670BA–78–008, Revision A, dated July 10, 

2009, do the actions specified in paragraph 

(f)(3) of this AD. 

(2) As of the effective date of this AD, 

following any high-energy stop or rejected 

take-off (RTO), perform a detailed visual 

inspection of each transcowl assembly (left, 

right, upper, and lower) before further flight, 

in accordance with Task 05–51–27–210–801 

of Part 2, Volume 1, of the Bombardier CRJ 

Series Regional Jet Aircraft Maintenance 

Manual (AMM), CSP B–001, Revision 28, 

dated January 20, 2009. If any crack is found 

on one or more transcowl assemblies, before 

further flight, repair and reinforce the 

cracked part(s) in accordance with paragraph 

(f)(3) of this AD. Doing the requirements of 

paragraph (f)(3) of this AD terminates the 

requirements of paragraph (f)(2) of this AD. 

(3) Except as required by paragraph (f)(2) 

of this AD, within 5,000 flight hours or 24 

months after the effective date of this AD, 

whichever comes first, do a detailed visual 

inspection for cracking on each transcowl, in 

accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

670BA–78–008, Revision A, dated July 10, 

2009. If any cracking of the joint extrusion is 

found, before further flight, repair and 

reinforce the joint extrusion on each 

transcowl, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–78–008, Revision A, 

dated July 10, 2009. If no cracking is found, 

before further flight, reinforce the joint 

extrusion on each transcowl, in accordance 

with the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–78–008, 

Revision A, dated July 10, 2009. 

Accomplishment of the actions specified in 

this paragraph terminate the requirements of 

paragraphs (f)(1)(ii) and (f)(2) of this AD. 

(4) Inspections, repairs, and reinforcement 

of the joint extrusion on each transcowl is 

also acceptable for compliance with the 

requirements of paragraph (f) of this AD if 

done before the effective date of this AD in 

accordance with Bombardier Service Bulletin 

670BA–78–008, dated September 19, 2008. 

(5) After accomplishing the inspection 

required by paragraph (f)(1) of this AD, no 

replacement or spare transcowl assembly 

having P/N CN624–2001–XXX or KCN624– 

2001–X (XXX and X mean various dash 

numbers), with S/N SB0964 or lower, may be 

installed on any airplane unless the 

transcowl assembly has been repaired in 

accordance with one of the Bombardier REOs 

listed in paragraph 1.D of Bombardier Service 

Bulletin 670BA–78–008, Revision A, dated 

July 10, 2009. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office, 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, 1600 Stewart Avenue, Suite 40, 

Westbury, NY 11590; telephone 516–228– 

7300; fax 516–794–5531. Before using any 

approved AMOC on any airplane to which 

the AMOC applies, notify your principal 

maintenance inspector (PMI) or principal 

avionics inspector (PAI), as appropriate, or 

lacking a principal inspector, your local 

Flight Standards 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: For any 

reporting requirement in this AD, 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 and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–33, dated July 28, 2009; 

Bombardier Service Bulletin 670BA–78–008, 

Revision A, dated July 10, 2009; and Task 

05–51–27–210–801 of Part 2, Volume 1, of 

the Bombardier CRJ Series Regional Jet 

Aircraft Maintenance Manual, CSP B–001, 

Revision 28, dated January 20, 2009; for 

related information. 

Issued in Renton, Washington, on May 7, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11889 Filed 5–17–10; 8:45 am] 

BILLING CODE 4910–13–P 

mstockstill on DSKH9S0YB1PROD with PROPOSALS