Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Proposed Rules 6575 

livestock other than cattle are humanely 

handled in connection with slaughter. 

Therefore, the Agency is soliciting 

comments on Farm Sanctuary’s petition 

and the petition’s request that all nonambulatory disabled livestock at official 

establishments be condemned and 

promptly euthanized. After carefully 

considering the comments, FSIS intends 

to issue another Federal Register notice 

or proposed rulemaking related to 

addressing issues associated with the 

humane handling of livestock other than 

cattle at official establishments. 

Clarification of the Requirements for 

Disposition of Cattle That Become NonAmbulatory Disabled 

As mentioned above, the 2009 final 

rule amended FSIS’ ante-mortem 

inspection regulations to prohibit the 

slaughter of all non-ambulatory disabled 

cattle, including those that become nonambulatory disabled after passing antemortem inspection. The amendment, 9 

CFR 309.3(e), states that, ‘‘Establishment 

personnel must notify FSIS inspection 

personnel when cattle become nonambulatory disabled after passing antemortem inspection. Non-ambulatory 

disabled cattle that are offered for 

slaughter must be condemned and 

disposed of in accordance with 

§ 309.13.’’ 

As stated in the preamble to that final 

rule, FSIS amended its regulations to 

require that all (emphasis added) cattle 

that are non-ambulatory disabled at an 

official establishment, including those 

that become non-ambulatory disabled 

after passing ante-mortem inspection, be 

condemned and disposed of properly. 

The Agency also stated that it was not 

necessary to amend the regulations to 

require that non-ambulatory disabled 

cattle be humanely euthanized ‘‘* * * 

because humane handling requires that 

such cattle be promptly euthanized’’ (74 

FR 11464). FSIS stated that the 

amendments would ensure more 

effective and efficient inspection 

procedures and improved compliance 

with the humane handling requirements 

(74 FR 11463). 

When reviewing the petitions 

submitted by HSUS and Farm 

Sanctuary, FSIS found that certain 

statements in the Agency’s directive on 

ante-mortem inspection (Directive 

6100.1, Revision 1, Ante-Mortem 

Livestock Inspection (issued 4/16/09)) 

and in other Agency guidance may be 

inconsistent with the 2009 final rule. 

Therefore, the Agency recently issued 

an FSIS notice to make clear to its 

inspection program personnel that all 

ante-mortem condemned nonambulatory disabled cattle, and cattle 

that become non-ambulatory disabled 

after passing ante-mortem inspection, 

must be promptly and humanely 

euthanized to ensure that they are 

humanely handled. 

As noted above, non-ambulatory 

disabled cattle are cattle that cannot rise 

from a recumbent position or walk, 

regardless of the reason for their nonambulatory status. This includes cattle 

that are unable to rise due to a reversible 

condition, such as parturient paresis, 

ketosis, pneumonia, arthritis, injury and 

the other conditions identified in 9 CFR 

309.13(b). Thus, non-ambulatory 

disabled cattle, other than those in the 

veal calf slaughter classes, cannot be set 

apart for any reason and held for 

treatment under supervision of FSIS 

inspection program personnel. 

The Agency will revise Directive 

6100.1, Revision 1, and other guidance 

to ensure that they more clearly reflect 

the regulatory requirement that all nonambulatory disabled cattle are 

condemned and must be promptly and 

humanely euthanized. 

USDA Nondiscrimination Statement 

The U.S. Department of Agriculture 

(USDA) prohibits discrimination in all 

its programs and activities on the basis 

of race, color, national origin, gender, 

religion, age, disability, political beliefs, 

sexual orientation, and marital or family 

status. (Not all prohibited bases apply to 

all programs.) 

Persons with disabilities who require 

alternative means for communication of 

program information (Braille, large 

print, audiotape, etc.) should contact 

USDA’s Target Center at 202–720–2600 

(voice and TTY). 

To file a written complaint of 

discrimination, write USDA, Office of 

the Assistant Secretary for Civil Rights, 

1400 Independence Avenue, SW., 

Washington, DC 20250–9410 or call 

202–720–5964 (voice and TTY). 

Additional Public Notification 

Public awareness of all segments of 

rulemaking and policy development is 

important. Consequently, in an effort to 

ensure that the public and in particular 

minorities, women, and persons with 

disabilities, are aware of this notice, 

FSIS will announce it on-line through 

the FSIS Web page located at http:// 

www.fsis.usda.gov/ 

regulations_&_policies/ 

Federal_Register_Notices/index.asp. 

FSIS also will make copies of this 

Federal Register publication available 

through the FSIS Constituent Update, 

which is used to provide information 

regarding FSIS policies, procedures, 

regulations, Federal Register notices, 

FSIS public meetings, and other types of 

information that could affect or would 

be of interest to our constituents and 

stakeholders. The Update is 

communicated via Listserv, a free e-mail 

subscription service consisting of 

industry, trade, and farm groups, 

consumer interest groups, allied health 

professionals, scientific professionals, 

and other individuals who have 

requested to be included. The Update 

also is available on the FSIS Web page. 

Through Listserv and the Web page, 

FSIS is able to provide information to a 

much broader, more diverse audience. 

In addition, FSIS offers an e-mail 

subscription service which provides 

automatic and customized access to 

selected food safety news and 

information. This service is available at 

http://www.fsis.usda.gov/ 

News_&_Events/Email_Subscription/. 

Options range from recalls to export 

information to regulations, directives 

and notices. Customers can add or 

delete subscriptions themselves, and 

have the option to password protect 

their accounts. 

Done at Washington, DC, on February 1, 

2011. 

Alfred Almanza, 

Administrator. 

[FR Doc. 2011–2504 Filed 2–4–11; 8:45 am] 

BILLING CODE 3410–DM–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146 and Avro 146–RJ Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. 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: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems (Operations) Ltd (BAE 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1
6576 Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Proposed Rules 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. * * * 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D (Messier-Dowty) 

SB.146–32–150 was not accomplished * * * 

BAE Systems determined that more NLG 

units could be similarly affected. * * * 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG 

units. * * * 

* * * * * 

* * * [I]nvestigation by M–D showed that 

if any undetected crack was present at the 

time of the embodiment of M–D SB 146–32– 

150, Part B or Part C, it could continue to 

grow while the NLG is in service and could 

lead to the failure of the main fitting and 

possible collapse of the NLG. * * * [B]AE 

Systems have received additional reports of 

cracked NLG main fittings. One operator 

reported a crack in a premodification main 

fitting. * * * 

* * * * * 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

* * * * * 

The unsafe condition is cracking of 

the NLG, which could adversely affect 

the airplane’s safe landing. 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 March 24, 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 W12–40, 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 BAE Systems 

(Operations) Limited, Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; fax +44 

1292 675704; e-mail 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/ 

Businesses/RegionalAircraft/index.htm. 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

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–2010–0673; Directorate Identifier 

2009–NM–208–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

July 7, 2010 (75 FR 38953). That earlier 

NPRM proposed to supersede AD 2002– 

03–10, Amendment 39–12651 (67 FR 

6855, February 14, 2002), to require 

actions intended to address the unsafe 

condition for the products listed above. 

Since that NPRM was issued, we have 

determined that the actions specified in 

the earlier NPRM apply to all airplanes; 

therefore, we have removed from this 

supplemental NPRM the inspection to 

determine whether an affected nose 

landing gear (NLG) unit is installed. 

Also, we have determined that the 

compliance time for the special detailed 

inspection for cracking needs to be 

reduced. We have also determined that 

replacing the NLG is not a terminating 

action for the repetitive inspections. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0202R1, 

dated October 14, 2010 (referred to after 

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

condition for the specified products. 

The MCAI states: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems (Operations) Ltd (BAE 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. This ISB was classified 

mandatory by the United Kingdom Civil 

Aviation Authority under AD number 002– 

06–2000, requiring repetitive NonDestructive Testing (NDT) crack inspections 

on the upper end of the NLG oleo. The AD 

also provided an optional terminating action 

for the repetitive inspections, by embodiment 

of Messier-Dowty (M–D) Service Bulletin 

(SB) SB.146–32–150. 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D SB.146–32–150 was 

not accomplished, although the records 

indicated that it had been. BAE Systems 

determined that more NLG units could be 

similarly affected. These NLG units were 

overhauled at Messier Services in Sterling, 

Virginia, in the United States. To address this 

situation, EASA issued Emergency AD 2009– 

0043–E to require repetitive NDT inspections 

of each affected NLG unit and, if cracks are 

found, replacement with a serviceable unit, 

in accordance with the instructions of BAE 

Systems Alert ISB.A32–180 and M–D 

SB.146–32–149. 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG units 

and replaced M–D SB 146–32–149 with 

M–D SB.146–32–174. Consequently, BAE 

Systems SB 32–158 was withdrawn and 

superseded by BAE Systems Alert ISB.A32– 

180 Revision 1, which was mandated by 

EASA Emergency AD 2009–0197–E. 

As further information became available, 

BAE Systems saw a need to clarify the 

compliance instructions in the ISB and 

issued Revision 2 of Alert Service Bulletin 

ISB.A32–180. The layout of Revision 2 was 

no longer compatible with the instructions of 

EASA Emergency AD 2009–0197–E, so EASA 

issued AD 2010–0001–E which superseded 

EASA AD 2009–0197–E and which reduced 

the threshold and interval of the repetitive 

NDT inspections and required repetitive NDT 

inspections of each affected NLG unit and, if 

cracks were found, the replacement of the 

NLG with a serviceable unit. 

The optional closing action of EASA AD 

2010–0001–E is embodiment of M–D B 146– 

32–150 (polishing and shot peening of the 

NLG main fitting) or confirmation that it has 


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already been accomplished, as applicable. 

Further investigation by M–D showed that if 

any undetected crack was present at the time 

of the embodiment of M–D SB 146–32–150, 

Part B or Part C, it could continue to grow 

while the NLG is in service and could lead 

to the failure of the main fitting and possible 

collapse of the NLG. For this reason, EASA 

issued AD 2010–0072 (and its revision 1) 

which required the introduction of repetitive 

NDT inspections (defined in BAE Systems 

ISB 32–181) on NLG main fittings following 

embodiment of M–D SB 146–32–150. Despite 

the aforementioned measures, BAE Systems 

have received additional reports of cracked 

NLG main fittings. One operator reported a 

crack in a pre-modification main fitting. Shot 

peening was not present, as this was a premodification gear, but the surface finish was 

better than that required for a postmodification fitting. This implies that the 

surface finish achieved by the modification 

may not be effective in preventing cracking. 

In addition, a positive inspection return from 

BAE Systems ISB 32–181 also questions 

whether the combination of improved surface 

finish and shot peening are effective, as a 

crack may have initiated from a surface 

which is compliant with the modification 

standard. 

It has been concluded that the polishing 

and the shot peening of the NLG main fitting 

embodied through M–D SB 146–32–150 are 

potentially ineffective in preventing cracks 

and that all NLG main fittings should be 

subject to the same 300 Flight Cycles (FC) 

repetitive inspection to ensure pre-critical 

crack detection. 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

With that view, BAE Systems issued 

ISB.32–182 to implement this repetitive 300 

FC inspection on all NLG main fittings 

regardless of their modification standard. 

ISB.32–182 supersedes existing ISBs A32– 

180 and 32–181, initially with no closing 

action. 

For the reasons described above, this AD 

supersedes EASA Emergency AD 2010– 

0001–E and EASA AD 2010–0072 Revision 1 

and requires repetitive NDT inspections of all 

NLG main fittings and, if cracks are found, 

replacement of the NLG with a serviceable 

unit. 

This AD is revised to require corrective 

actions on the NLG main fittings and not on 

the whole NLGs. NLGs and NLG main fittings 

may have accumulated different flight cycle 

amounts. 

The unsafe condition is cracking of 

the NLG, which could adversely affect 

the airplane’s safe landing. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Relevant Service Information 

Messier-Dowty has issued Service 

Bulletin 146–32–174, Revision 2, 

including Appendix A, dated August 

16, 2010. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. 

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. 

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. 

Certain changes described above 

expand the scope of the earlier NPRM. 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this proposed AD. 

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 1 product of U.S. registry. 

There are no retained actions in this 

supplemental NPRM that are required 

by AD 2002–03–10. 

We estimate that it would take about 

1 work-hour per product to comply with 

the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$85. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in 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 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: 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1
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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 

removing Amendment 39–12651 (67 FR 

6855, February 14, 2002) and adding the 

following new AD: 

BAE Systems (Operations) Limited: Docket 

No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD. 

Comments Due Date 

(a) We must receive comments by March 

24, 2011. 

Affected ADs 

(b) The AD supersedes AD 2002–03–10, 

Amendment 39–12651. 

Applicability 

(c) This AD applies to BAE Systems 

(Operations) Limited Model BAe 146–100A, 

–200A, and –300A airplanes and Model Avro 

146–RJ70A, 146–RJ85A, and 146–RJ100A 

airplanes; certificated in any category; all 

serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

In June 2000, prompted by a crack found 

at the top of the Nose Landing Gear (NLG) 

oleo, BAE Systems (Operations) Ltd (BAE 

Systems) issued Inspection Service Bulletin 

(ISB) ISB.32–158. * * * 

Later, as part of an accident investigation, 

the examination of a fractured NLG main 

fitting showed that M–D (Messier-Dowty) 

SB.146–32–150 was not accomplished * * * 

BAE Systems determined that more NLG 

units could be similarly affected. * * * 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG 

units. * * * 

* * * * * 

* * * [I]nvestigation by M–D showed that 

if any undetected crack was present at the 

time of the embodiment of M–D SB 146–32– 

150, Part B or Part C, it could continue to 

grow while the NLG is in service and could 

lead to the failure of the main fitting and 

possible collapse of the NLG. * * * [B]AE 

Systems have received additional reports of 

cracked NLG main fittings. One operator 

reported a crack in a premodification main 

fitting. * * * 

* * * * * 

Undetected cracks could lead to failure of 

the NLG Main Fitting and collapse of the 

NLG. 

* * * * * 

The unsafe condition is cracking of the 

NLG, which could adversely affect the 

airplane’s safe landing. 

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 

(g) Before the accumulation of 5,000 total 

flight cycles on the NLG main fitting, or 

within 300 flight cycles after the effective 

date of this AD, whichever occurs later, do 

an ultrasonic inspection on the upper part of 

the NLG main fitting for any crack, in 

accordance with the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin 146–32–174, Revision 2, including 

Appendix A, dated August 16, 2010. 

Thereafter, repeat the inspection at intervals 

not to exceed 300 flight cycles. 

(h) An inspection that has been done in 

accordance with the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin 146–32–174, Revision 1, dated 

September 2, 2009, or in accordance with the 

Accomplishment Instructions of MessierDowty Service Bulletin 146–32–175, 

Revision 2, dated March 5, 2010, before the 

effective date of this AD but not more than 

300 flight cycles before the effective date of 

this AD, is considered acceptable for 

compliance with the initial inspection 

required by paragraph (g) of this AD. 

Replacement 

(i) If any crack is found from the 

inspections required by paragraph (g) of this 

AD, before further flight, replace the NLG 

main fitting with a serviceable NLG main 

fitting, using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent). 

Note 1: Guidance on replacing the NLG 

main fitting with a serviceable NLG main 

fitting can be found in Subsection 32–20–11 

of BAE Systems (Operations) Limited BAe 

146 Series/Avro 146–RJ Series Aircraft 

Maintenance Manual 146.153, Revision 101, 

dated July 15, 2010. 

(j) Replacing the NLG main fitting with a 

serviceable NLG main fitting is not a 

terminating action for the repetitive 

inspections required by paragraph (g) of this 

AD. 

Parts Installation 

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

person may install an affected NLG main 

fitting on any airplane, unless that NLG main 

fitting has been inspected in accordance with 

paragraph (g) of this AD and no cracking is 

found. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. 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. 

Related Information 

(m) Refer to MCAI EASA Airworthiness 

Directive 2010–0202R1, dated October 14, 

2010; Messier-Dowty Service Bulletin 146– 

32–174, Revision 2, including Appendix A, 

dated August 16, 2010; for related 

information. 

Issued in Renton, Washington, on January 

28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2610 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–2009–1212; Directorate 

Identifier 2008–NM–167–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200 and –300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. 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: 

* * * * * 

The airworthiness limitations applicable to 

the Certification Maintenance Requirements 


wwoods2 on DSK1DXX6B1PROD with PROPOSALS_PART 1