Federal Register / Vol. 77, No. 54 / Tuesday, March 20, 2012 / Rules and Regulations 16147 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this 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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2012–05–07 Bombardier, Inc.: Amendment 

39–16979. Docket No. FAA–2012–0190; 

Directorate Identifier 2012–NM–033–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective April 4, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

DHC–8–102, –103, and –106 airplanes, 

certificated in any category, serial numbers 

003 through 039 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 76: Engine Controls. 

(e) Reason 

This AD was prompted by reports that it 

was possible to inadvertently move the 

power levers through the flight idle gate into 

the beta range due to an un-chamfered leaf 

spring in the friction brake that may contact 

the power lever latch when the friction 

adjusting knob is fully loosened. We are 

issuing this AD to detect and correct an 

unsafe condition where both engines can 

inadvertently be operated in beta mode 

during flight and consequently reduce 

controllability of the airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Actions 

Within 50 flight hours or 10 days, 

whichever occurs first, after the effective date 

of this AD, do the actions specified in 

paragraphs (g)(1) and (g)(2) of this AD. 

(1) Do a general visual inspection of the 

upper edge of each leaf spring for chamfer, 

in accordance with the Accomplishment 

Instructions of Bombardier Alert Service 

Bulletin A8–76–32, dated January 27, 2012. 

Do all applicable rework before further flight, 

in accordance with the Accomplishment 

Instructions of Bombardier Alert Service 

Bulletin A8–76–32, dated January 27, 2012. 

(2) Install a new friction brake nut, in 

accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

8–76–02, Revision ‘A,’ dated January 25, 

2012. 

(h) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

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

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. 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 ACO, send it to ATTN: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone 516–228–7300; fax 516– 

794–5531. Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(i) Related Information 

Refer to MCAI Canadian Airworthiness 

Directive CF–2012–08, dated January 30, 

2012; Bombardier Alert Service Bulletin A8– 

76–32, dated January 27, 2012; and 

Bombardier Service Bulletin 8–76–02, 

Revision ‘A,’ dated January 25, 2012; for 

related information. 

(j) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) of the 

following service information under 5 U.S.C. 

552(a) and 1 CFR part 51: 

(i) Bombardier Alert Service Bulletin A8– 

76–32, dated January 27, 2012. 

(ii) Bombardier Service Bulletin 8–76–02, 

Revision ‘‘A,’’ dated January 25, 2012. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., Q–Series 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

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

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 2, 

2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–6439 Filed 3–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27223; Directorate 

Identifier 2006–NM–224–AD; Amendment 

39–16976; AD 2012–05–04] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 767 

airplanes. This AD requires an 

inspection of the number 2 windows to 


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determine whether the link arms are in 

the over-center position, and modifying 

the link arms of the number 2 windows 

in the flight compartment if necessary. 

This AD also requires the inspection, 

and modification if necessary, for 

airplanes that replace a modified 

assembly with an unmodified assembly. 

This AD results from reports of the 

number 2 windows opening during 

takeoff roll, which has resulted in 

aborted takeoffs. We are issuing this AD 

to prevent the opening of the number 2 

windows during takeoff roll, which 

could adversely affect the flightcrew’s 

ability to perform critical takeoff 

communication and result in an aborted 

takeoff or an unscheduled landing. 

DATES: This AD becomes effective April 

24, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 24, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; email 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

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 address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Emerson Hevia, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6414; fax: 425–917–6590; email: 

emerson.hevia@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a supplemental 

notice of proposed rulemaking (NPRM) 

to amend 14 CFR part 39 to include an 

AD that would apply to certain Boeing 

Model 767 airplanes. That supplemental 

NPRM was published in the Federal 

Register on November 21, 2008 (73 FR 

70608). That supplemental NPRM 

proposed to require inspecting the 

number 2 windows to determine 

whether the link arms are in the overcenter position, which would determine 

the need to modify the link arms of the 

number 2 windows in the flight 

compartment; and doing the inspection 

and corrective actions following any 

rigging change or replacement of any 

number 2 window assembly. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received on 

the supplemental NPRM (73 FR 70608, 

November 21, 2008). 

Support for the Supplemental NPRM 

(73 FR 70608, November 21, 2008) 

Continental Airlines (CAL) concurred 

with the proposed inspection and 

follow-on corrective action. The Air 

Line Pilots Association, International 

and UPS agreed with the supplemental 

NPRM (73 FR 70608, November 21, 

2008). 

Request To Refer to Structural Repair 

Manual (SRM) in the Service 

Information 

CAL stated that note (f) of Figures 10 

and 24 of Boeing Alert Service Bulletin 

767–56A0010, Revision 1, dated January 

24, 2008, needs to reference the Boeing 

767–400 SRM. 

We referred to Boeing Alert Service 

Bulletin 767–56A0010, Revision 1, 

dated January 24, 2008, as the 

appropriate source of service 

information in the supplemental NPRM 

(73 FR 70608, November 21, 2008). We 

agree that note (f) of Figures 10 and 24 

of Boeing Alert Service Bulletin 767– 

56A0010, Revision 1, should identify 

the Boeing 767–400 SRM. However, 

since we issued the supplemental 

NPRM (73 FR 70608, November 21, 

2008), Boeing has issued Revision 2, 

dated June 18, 2009, of Boeing Service 

Bulletin 767–56A0010 to clarify 

airplane/window assembly 

configurations that do not require ongoing link arm inspections, and correct 

and/or clarify part numbers, part 

identifications, and other data given in 

the service bulletin figures. The Boeing 

767–400 SRM is identified in Boeing 

Service Bulletin 767–56A0010, Revision 

3, dated March 3, 2011. We have revised 

paragraphs (c) and (g) of this AD to refer 

to Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 

2011. We have also revised this AD to 

add new paragraph (h) of this AD to give 

credit to operators for actions done 

before the effective date of this AD in 

accordance with Boeing Alert Service 

Bulletin 767–56A0010, Revision 1, 

dated January 24, 2008; and Boeing 

Service Bulletin 767–56A0010, Revision 

2, dated June 18, 2009; and have reidentified subsequent paragraphs 

accordingly. 

Request To Designate Airplane 

Maintenance Manual (AMM) Task as 

Alternative Method of Compliance 

(AMOC) for Repeat Inspections 

CAL requested that, for any 

subsequent inspection of the number 2 

window link arm after the initial 

inspection (and modification), we 

designate Boeing 767 AMM Task 56– 

11–02–825–122 within Boeing 767 

AMM 56–11–02/501 as an AMOC to the 

repeat inspection requirement of the 

supplemental NPRM (73 FR 70608, 

November 21, 2008). CAL stated that the 

over-center position inspection of the 

link arm specified in the AMM task is 

part of a comprehensive inspection/ 

check. This task is utilized by the 

maintenance personnel any time the 

number 2 window is replaced or 

adjusted. 

We partially agree. Boeing Service 

Bulletin 767–56A0010, Revision 3, 

dated March 3, 2011, addresses CAL’s 

AMM suggestion. However, Revision 3 

has no repetitive inspection. The 

inspection is done one time only, to 

inspect newly unmodified assemblies, 

as specified in new paragraph (i) of this 

AD. No further change to the AD is 

necessary in this regard. 

Request To Remove Certain Airplanes 

From the Proposed Applicability 

Boeing stated that subsequent to 

modification done in accordance with 

Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011, the 

installation of window assembly part 

numbers that have been installed in 

production on airplanes after line 

number 929 should be considered 

terminating action. 

From this statement, we infer that 

Boeing requested that airplanes having 

line numbers 930 and subsequent be 

excluded from the applicability of the 

supplemental NPRM (73 FR 70608, 

November 21, 2008). We agree that 

airplanes having line numbers 930 and 

subsequent are not affected by this AD 

for the reason stated by Boeing. These 

airplanes are not listed in the Effectivity 

of Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 

2011. As stated previously, we have 

revised the applicability to refer to 

Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011. 


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Request To Clarify Paragraph (f) of the 

Supplemental NPRM (73 FR 70608, 

November 21, 2008) Regarding 

Terminating Actions 

Boeing and American Airlines (AAL) 

stated that modifications done in 

accordance with Boeing Alert Service 

Bulletin 767–56A0010, Revision 1, 

dated January 24, 2008, should be 

considered a terminating action. Boeing 

added that installing a window having 

a part number listed in paragraph 2.C.3. 

of Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 

2011, should be considered a 

terminating action. 

We infer that the commenters 

requested that we revise paragraph (f) of 

the supplemental NPRM (73 FR 70608, 

November 21, 2008) to clarify that doing 

the modification terminates the onetime inspection. We agree that 

clarification is needed. We have 

determined that either doing the 

modification specified in Boeing Service 

Bulletin 767–56A0010, Revision 3, 

dated March 3, 2011, or replacing the 

window assembly with an assembly that 

has the new part number specified in 

paragraph 2.C.3. of Boeing Service 

Bulletin 767–56A0010, Revision 3, 

dated March 3, 2011, terminates the 

inspection requirement of this AD. We 

have added new paragraph (i) to this AD 

to clarify the terminating action. 

Request To Clarify Requirement for 

Removing Window 

AAL requested clarification regarding 

window removal to accomplish the 

modification. AAL stated that window 

removal can be done at the operator’s 

discretion. We agree that clarification is 

needed. Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 

2011, does not state that window 

removal is necessary nor does it limit 

the operator from removing the window 

during modification. Step 14 in Parts 4 

and 8 has been removed from Boeing 

Service Bulletin 767–56A0010, Revision 

3, dated March 3, 2011, to eliminate 

implication of window removal. No 

change has been made to this AD in this 

regard. 

Request To Clarify Compliance Time 

CAL stated that the compliance time 

has already started with the release of 

Boeing Alert Service Bulletin 767– 

56A0010, Revision 1, dated January 24, 

2008. Therefore, CAL proposed that the 

compliance time start with the effective 

date of the AD. 

From these statements, we infer that 

the commenter requested that we revise 

paragraph (f) of the supplemental NPRM 

(73 FR 70608, November 21, 2008) to 

clarify the proposed compliance time. 

We agree that clarification is necessary 

in this regard. We have added new 

paragraph (j) to this AD to specify this 

exception to Boeing Service Bulletin 

767–56A0010, Revision 3, dated March 

3, 2011. We have also revised paragraph 

(g) of this AD to refer to paragraph (j) of 

this AD, and reidentified subsequent 

paragraphs accordingly. 

Request To Revise the AMM 

UPS requested that the Boeing 767 

AMM be revised to reflect the 

requirement for inspection and 

applicable corrective action. UPS 

asserted that neither Section 56–11–02– 

04, ‘‘Removal/Installation,’’ nor Section 

56–11–02–06, ‘‘Adjustment/Test,’’ 

contains any direction for the operator 

to perform the prescribed inspection of 

the link arms to ensure that they are in 

the over-center position. UPS stated that 

failure to update these sections would 

result in an incomplete set of 

instructions for the continued 

airworthiness of the airplane. We 

acknowledge the commenter’s request. 

The 767 AMM is only listed as a 

reference in Boeing Service Bulletin 

767–56A0010, Revision 3, dated March 

3, 2011. However, the inspection 

required by paragraph (g) of this AD 

must be done in accordance with Boeing 

Service Bulletin 767–56A0010, Revision 

3, dated March 3, 2011, which contains 

illustrations that show the over-center 

position. Therefore, accomplishing the 

instructions in Boeing Service Bulletin 

767–56A0010, Revision 3, dated March 

3, 2011, addresses the identified unsafe 

condition. We have not changed the AD 

in this regard. 

Request To Clarify General Visual 

Inspection 

AAL requested clarification of the 

definition of a general visual inspection. 

AAL stated that the definition of a 

general visual inspection listed in 

Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011, differs 

from the definition in the Boeing 767 

Maintenance Review Board Report. 

We agree to clarify the definition of a 

general visual inspection. The definition 

of a general visual inspection is 

correctly stated as the MSG–3 

(maintenance steering group) definition 

in the Accomplishment Instructions of 

Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011. No 

change has been made to the AD in this 

regard. 

Additional Changes to Proposed AD 

We have included the on-condition 

costs in the Cost of Compliance section 

of this AD. 

We have added paragraph (d) to this 

AD to include the Joint Aircraft System 

Component (JASC)/Air Transport 

Association (ATA) of America Code, 

and re-identified subsequent paragraphs 

accordingly. 

We have deleted the phrase ‘‘before 

further flight following any rigging 

change or replacement of any number 2 

window assembly,’’ from paragraph (g) 

(formerly paragraph (f)) of this AD. 

Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011, does 

not specify doing an inspection after 

doing the rigging change or replacing 

any number 2 window assembly. We 

have determined that this action is not 

necessary to address the identified 

unsafe condition except for airplanes on 

which modified windows were replaced 

with unmodified windows, as specified 

in paragraph (i) of this AD. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (73 FR 

70608, November 21, 2008) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (73 FR 70608, 

November 21, 2008). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 384 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

General visual inspection ............ 1 work-hour × $85 per hour = 

$85 per inspection cycle.

$0 $85 per inspection cycle ............ $32,640 per inspection 

cycle. 

We estimate the following costs to do 

any necessary modifications that would 

be required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need this modification: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Modifying link arm .................................... Up to 19 work-hours × $85 per hour = 

$1,615.

Up to $7,013 ............................................ Up to $8,628. 

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 this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

AD–2012–05–04 The Boeing Company: 

Amendment 39–16976. Docket No. 

FAA–2007–27223; Directorate Identifier 

2006–NM–224–AD. 

(a) Effective Date 

This AD becomes effective April 24, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 767–200, –300, –300F, and –400ER 

series airplanes, certificated in any category, 

as identified in Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 2011. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 56, Windows. 

(e) Unsafe Condition 

This AD results from reports of the number 

2 windows in the flight compartment 

opening during takeoff roll, which has 

resulted in aborted takeoffs. We are issuing 

this AD to prevent the opening of the number 

2 windows during takeoff roll, which could 

adversely affect the flightcrew’s ability to 

perform critical takeoff communication and 

result in an aborted takeoff or an 

unscheduled landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection 

Do a general visual inspection of the 

number 2 windows to determine whether the 

link arms are in the over-center position, and 

do all applicable modifications, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 2011, 

except as provided by paragraph (i) of this 

AD. Except as required by paragraph (j) of 

this AD, do the actions at the applicable 

times specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Service Bulletin 

767–56A0010, Revision 3, dated March 3, 

2011. Do all applicable modifications before 

further flight. 

(h) Credit for Previous Actions 

This paragraph provides credit for 

inspections and applicable modifications, as 

required by paragraph (g) of this AD, if those 

actions were done before the effective date of 

this AD using Boeing Alert Service Bulletin 

767–56A0010, Revision 1, dated January 24, 

2008; or Boeing Service Bulletin 767– 

56A0010, Revision 2, dated June 18, 2009. 

(i) Terminating Action and Replacing With 

an Unmodified Part 

Doing the modification specified in Boeing 

Service Bulletin 767–56A0010, Revision 3, 

dated March 3, 2011, or replacing the 

assembly with a modified assembly 

identified in paragraph 2.C.3. of Boeing 

Service Bulletin 767–56A0010, Revision 3, 

dated March 3, 2011, terminates the 

inspection requirement for that particular 

assembly. For airplanes that replace the 

assembly with an unmodified assembly, do 

the actions required in paragraph (g) of this 

AD. 


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(j) Exception to Service Bulletin 

Specifications 

Where Boeing Service Bulletin 767– 

56A0010, Revision 3, dated March 3, 2011, 

specifies a compliance time ‘‘after the 

Revision 1 date of the service bulletin,’’ this 

AD requires compliance within the specified 

time after the effective date of this AD. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(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. 

(l) Related Information 

For more information about this AD, 

contact Emerson Hevia, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

phone: 425–917–6414; fax: 425–917–6590; 

email: emerson.hevia@faa.gov. 

(m) Material Incorporated by Reference 

You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) under 5 

U.S.C. 552(a) and 1 CFR part 51 of the 

following service information. 

(1) Boeing Service Bulletin 767–56A0010, 

Revision 3, dated March 3, 2011. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; email me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 5, 

2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–6118 Filed 3–19–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0565; Directorate 

Identifier 2010–NM–280–AD; Amendment 

39–16977; AD 2012–05–05] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model CL–215–1A10, 

CL–215–6B11 (CL–215T Variant), and 

CL–215–6B11 (CL–415 Variant) 

airplanes. This AD was prompted by 

reports of cracked or broken support 

bracket assemblies of the emergency 

water dump pulley. This AD requires 

inspecting the bracket assembly of the 

emergency water dump pulley to 

determine if certain rivets are installed; 

replacing rivets and installing new 

stiffeners on the bracket assembly, if 

necessary; inspecting the stiffeners for 

the bracket assembly for cracks, 

deformation, or corrosion, and 

replacement if necessary; and reinstalling the bracket assembly with 

radius packers. We are issuing this AD 

to detect and correct failure of the 

support bracket assembly of the 

emergency water dump pulley, and in 

combination with other system failures, 

such as an engine failure during take off 

or a pitch control system jam, may 

result in loss of controllability of the 

airplane. 

DATES: This AD becomes effective April 

24, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 24, 2012. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://www.

regulations.gov or in person at the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC. 

FOR FURTHER INFORMATION CONTACT: 

Andreas Rambalakos, 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– 

7345; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on June 10, 2011 (76 FR 34014). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

The emergency water dump pulley support 

bracket assembly, Part Number (P/N) 215– 

94711–2, has been found cracked or broken 

on a number of aeroplanes. Failure of the 

emergency water dump pulley support 

bracket assembly in combination with other 

system failures such as an engine failure 

during take off or pitch control system jam, 

may result in a loss of control of the 

aeroplane. 

Revision 2 of this [Transport Canada Civil 

Aviation (TCCA)] AD is issued to ensure that 

terminating action for this [TCCA] AD is 

carried out prior to the 2011 fire season. 

The required actions include a general 

visual inspection to determine if either 

universal solid (round head) rivets or 

flush rivets of the bracket assembly of 

the emergency water dump pulley are 

installed; replacing the solid rivets with 

flush rivets and installing new stiffeners 

on the bracket assembly of the 

emergency water dump pulley, if 

necessary; a detailed inspection and a 

liquid penetrant inspection of the 

stiffeners for cracks, deformations, or 

signs of corrosion, and replacing the 

stiffeners with new stiffeners if 

necessary; and re-installing the bracket 

assembly of the emergency water dump 

pulley using radius packers. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request To Extend Proposed 

Compliance Time for Replacing 

Damaged Stiffeners for Airplanes Used 

in Utility-Category Flight Operations 

Aero-Flite, Inc. stated that it does not 

find that a reduction in operational 

safety exists for utility-category flight 

operations where the water tanks 


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