This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

30748 

Vol. 79, No. 103 

Thursday, May 29, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0290; Directorate 

Identifier 2012–NM–210–AD] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company Model L– 

1011 series airplanes. This proposed AD 

was prompted by reports of cracked rib 

cap castellations. This proposed AD 

would require repetitive inspections for 

castellation and skin clips cracked or 

damaged between stringers and cracked 

stringer clips of the wing box pylon 

back-up structure, and front spar to rear 

spar, repetitive inspections for cracking, 

damage, or failure of the pylon back-up 

torque box structure; repetitive 

inspections for cracking or damage of 

the wing box external areas at the drag 

brace aft wing fitting; and repetitive 

inspections of the outer surface of the 

wing upper and lower skins for cracks 

or damage along the rib attachment at 

the fastener holes and between the two 

rows of attachment; and corrective 

actions if necessary. We are proposing 

this AD to detect and correct cracked or 

damaged rib cap castellations, which 

could degrade the structural capabilities 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by July 14, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin 

Aeronautics Company, L1011 Technical 

Support Center, Dept. 6A4M, Zone 

0579, 86 South Cobb Drive, Marietta, 

GA 30063–0579; telephone 770–494– 

5444; fax 770–494–5445; email 

L1011.support@lmco.com; Internet 

http://www.lockheedmartin.com/ams/

tools/TechPubs.html. You may view this 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. 

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 by searching for 

and locating Docket No. FAA–2014– 

0290; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Carl 

Gray, Aerospace Engineer, Airframe 

Branch, ACE–117A, FAA, Atlanta 

Aircraft Certification Office (ACO), 1701 

Columbia Avenue, College Park, Georgia 

30337; phone: 404–474–5554; fax: 404– 

474–5605; email: carl.w.gray@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2014–0290; Directorate Identifier 2012– 

NM–210–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We have received multiple reports of 

cracked rib cap castellations on Model 

L–1011–385–1 airplanes. The 

predominance of cracked castellations 

have been found on the upper cap at 

inboard wing station (IWS) 555.0. 

Cracked castellations were also found 

on the lower cap at IWS 555.0, and at 

a few locations on the upper caps at 

IWS 529.4 and 503.76. Castellation 

cracks may propagate into the rib cap 

proper, and with several castellations 

cracked and the rib cap severed, fail safe 

capability cannot be analytically 

proven. Continued operation in this 

condition can result in severe additional 

damage and loss of stiffness in the pylon 

back-up structure creating a potential 

flutter hazard. This condition, if not 

corrected, could result in degraded 

structural capabilities of the airplane. 

Relevant Service Information 

We reviewed Lockheed Service 

Bulletin 093–57–207, Revision 5, dated 

November 14, 2008. This service 

bulletin describes procedures for: 

• A repetitive detailed inspection of 

the wing box pylon back-up structure, 

front spar to rear spar, for castellation 

and/or skin clips cracked or damaged 

between stringers and cracked stringer 

clips. 

• A repetitive general visual 

inspection for cracking or damage of the 

pylon back-up torque box structure. 

• A repetitive general visual 

inspection for cracking, damage, or 

failure of the wing box external areas at 

the drag brace aft wing fitting. 

• A repetitive general visual 

inspection for cracking or damage of the 

outer surface of the wing upper and 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 30749 

lower skins for cracks or damage along 

the rib attachment at the fastener holes 

and between the two rows of 

attachments. 

Lockheed Service Bulletin 093–57– 

207, Revision 5, dated November 14, 

2008, describes corrective actions as 

replacing cracked clips with a new clip, 

and stop drilling a single cracked 

castellation with a crack that is no 

longer than three quarters of an inch, 

provided the two adjacent castellations 

on either side are crack free (i.e., every 

third castellation may be cracked and 

stop drilled). Additionally, this service 

bulletin specifies that if more than two 

consecutive castellations are cracked, 

the airplane should be modified by 

installing new rib caps or the cracked 

castellations repaired by replacing a 

segment of the rib cap using cap splices. 

This service bulletin states that all other 

damaged structural items should be 

repaired in accordance with the best 

shop practices, following procedures in 

Structural Repair Manual 57–12–00 and 

to advise Lockheed of all such repairs. 

Lockheed Service Bulletin 093–57– 

207, Revision 5, dated November 14, 

2008, describes a compliance time of 

before the accumulation of 15,000 total 

flight cycles or 27,000 total flight hours, 

whichever occurs first. The repetitive 

inspection interval is described as not to 

exceed 3,600 flight cycles or 7,200 flight 

hours, whichever occurs first. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ This 

proposed AD also requires sending a 

report of crack findings during any 

inspection required by this AD to the 

Manager, Atlanta Aircraft Certification 

Office. 

Differences Between the Proposed AD 

and the Service Information 

Although Lockheed Service Bulletin 

093–57–207, Revision 5, dated 

November 14, 2008, specifies that 

operators may contact the manufacturer 

for disposition of certain repair 

conditions, this proposed AD would 

require operators to repair those 

conditions in accordance with a method 

approved by the FAA. 

Related AD 

This proposed AD is related to AD 

94–05–01, Amendment 39–8839 (59 FR 

10275, March 4, 1994). For Model L– 

1011–385 series airplanes, serial 

numbers 1002 through 1188, paragraph 

(c) of AD 94–05–01 specifies that doing 

the modification specified in Lockheed 

Service Bulletin 093–57–207, Revision 

3, dated November 22, 1991, constitutes 

terminating action for the repetitive 

inspection requirements of that service 

bulletin. We have determined that the 

modification no longer constitutes 

terminating action for the repetitive 

inspections, and this proposed AD 

would require repetitive inspections. 

Costs of Compliance 

We estimate that this proposed AD 

affects 26 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

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

Inspections ................ 41 work-hours × $85 per hour = $3,485 per 

inspection cycle.

$0 $3,485 per inspection 

cycle.

$90,610 per inspection cycle. 

We estimate the following costs to do 

any necessary repairs 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 these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Modification (Up to 12 rib 

caps per airplane).

96 work-hours × $85 per hour = $8,160 per rib cap ......... $15,000 per rib cap ............. $23,160 per rib cap. 

Other than the modification stated 

above, we have received no definitive 

data that would enable us to provide 

cost estimates for the crack repair 

actions specified in this proposed AD. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. The 

paperwork cost associated with this AD 

has been detailed in the Costs of 

Compliance section of this document 

and includes time for reviewing 

instructions, as well as completing and 

reviewing the collection of information. 

Therefore, all reporting associated with 

this AD is mandatory. Comments 

concerning the accuracy of this burden 

and suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave. SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

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 


emcdonald on DSK67QTVN1PROD with PROPOSALS
30750 Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company: Docket 

No. FAA–2014–0290; Directorate 

Identifier 2012–NM–210–AD. 

(a) Comments Due Date 

We must receive comments by July 14, 

2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company Model L–1011–385–1, L–1011– 

385–1–14, L–1011–385–1–15, and L–1011– 

385–3 airplanes, certificated in any category, 

as identified in Lockheed Service Bulletin 

093–57–207, Revision 5, dated November 14, 

2008. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracked rib cap castellations. We are issuing 

this AD to detect and correct cracked or 

damaged rib cap castellations, which could 

degrade the structural capabilities of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Wing Inspections 

For Model L–1011–385–1, L–1011–385–1– 

14, L–1011–385–1–15, and L–1011–385–3 

airplanes, serial numbers 1189 and 

subsequent: At the applicable compliance 

time specified in paragraphs (h)(1), (h)(2), 

and (h)(3) of this AD, do the inspections 

specified in paragraphs (g)(1) through (g)(4) 

of this AD. Repeat the inspections thereafter 

at intervals not to exceed 3,600 flight cycles 

or 7,200 flight hours, whichever occurs first. 

(1) Do a detailed inspection for castellation 

and skin clips cracked or damaged (including 

cracks, loose or missing fasteners, oversized 

and missed drilled fastener holes, corrosion, 

dents, scratches and other signs of distress) 

between stringers and cracked stringer clips 

of the wing box pylon back-up structure, and 

front spar to rear spar, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 093–57–207, Revision 5, 

dated November 14, 2008. 

(2) Do a general visual inspection for 

cracking or damage (including cracks, loose 

or missing fasteners, oversized and missed 

drilled fastener holes, corrosion, dents, 

scratches and other signs of distress) of the 

pylon back-up torque box structure, in 

accordance with the Accomplishment 

Instructions of Lockheed Service Bulletin 

093–57–207, Revision 5, dated November 14, 

2008. 

(3) Do a general visual inspection for 

cracking, damage (including cracks, loose or 

missing fasteners, oversized and missed 

drilled fastener holes, corrosion, dents, 

scratches and other signs of distress), or 

failure of the wing box external areas at the 

drag brace aft wing fitting, in accordance 

with the Accomplishment Instructions of 

Lockheed Service Bulletin 093–57–207, 

Revision 5, dated November 14, 2008. 

(4) Do a general visual inspection for 

cracking or damage (including cracks, loose 

or missing fasteners, oversized and missed 

drilled fastener holes, corrosion, dents, 

scratches and other signs of distress) of the 

outer surface of the wing upper and lower 

skins for cracks along the rib attachment at 

the fastener holes and between the two rows 

of attachments, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 093–57–207, Revision 5, 

dated November 14, 2008. 

(h) Compliance Times for Paragraph (g) of 

This AD 

(1) For airplanes that have not 

accomplished the inspections described in 

Lockheed Service Bulletin 093–57–207 prior 

to the effective date of this AD: at the later 

of the compliance times specified in 

paragraphs (h)(1)(i) and (h)(1)(ii) of this AD. 

(i) Before the accumulation of 15,000 total 

flight cycles or 27,000 total flight hours, 

whichever occurs first. 

(ii) Within 1,800 flight cycles or 3,600 

flight hours, whichever occurs first, after the 

effective date of this AD. 

(2) For airplanes that have accomplished 

the inspections described in Lockheed 

Service Bulletin 093–57–207 prior to the 

effective date of this AD: Within 3,600 flight 

cycles or 7,200 flight hours, whichever 

occurs first, after the competition of the most 

recent inspections, except as specified in 

paragraph (h)(3) of this AD. 

(3) For rib caps that have been modified as 

described in Lockheed Service Bulletin 093– 

57–207: Before the accumulation of 15,000 

total flight cycles or 27,000 total flight hours, 

whichever occurs first, for that rib cap only. 

(i) Corrective Action 

If any cracking, damage, or failure is found 

during any inspection required by paragraph 

(g) of this AD: Before further flight, do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Lockheed Service Bulletin 093–57–207, 

Revision 5, dated November 14, 2008, except 

where this service bulletin specifies that all 

other damaged structural items should be 

repaired in accordance with the best shop 

practices, following procedures in Structural 

Repair Manual 57–12–00, this AD requires 

repairing the damage before further flight, in 

accordance with a method approved by the 

Manager, Atlanta Aircraft Certification Office 

(ACO), FAA. For a repair method to be 

approved by the Manager, Atlanta ACO, as 

required by this paragraph, the Manager’s 

approval letter must specifically refer to this 

AD. 

(j) Reporting 

Submit a report of positive findings of the 

inspection for cracking required by this AD 

to the Manager, Atlanta ACO, at the 

applicable time specified in paragraph (j)(1) 

or (j)(2) of this AD. The report must include 

the inspection results, a description of the 

discrepancies found, the airplane serial 

number, and the number of landings and 

flight hours on the airplane. 

(1) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

(k) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 


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Federal Register / Vol. 79, No. 103 / Thursday, May 29, 2014 / Proposed Rules 30751 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(l) Credit for Previous Actions 

This paragraph provides credit for actions 

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

if those actions were performed before the 

effective date of this AD using Lockheed 

Service Bulletin 093–57–207, Revision 3, 

dated November 22, 1991. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta 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 

paragraph (n)(1) of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(n) Related Information 

(1) For more information about this AD, 

contact Carl Gray, Aerospace Engineer, 

Airframe Branch, ACE–117A, FAA, Atlanta 

Aircraft Certification Office (ACO), 1701 

Columbia Avenue, College Park, Georgia 

30337; phone: 404–474–5554; fax: 404–474– 

5605; email: carl.w.gray@faa.gov. 

(2) For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company, L1011 Technical Support Center, 

Dept. 6A4M, Zone 0579, 86 South Cobb 

Drive, Marietta, GA 30063–0579; telephone 

770–494–5444; fax 770–494–5445; email 

L1011.support@lmco.com; Internet http://

www.lockheedmartin.com/ams/tools/

TechPubs.html. You may view this service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on May 15, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–12448 Filed 5–28–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0287; Directorate 

Identifier 2013–NM–247–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, Model CL–600–2D24 

(Regional Jet Series 900) airplanes, and 

Model CL–600–2E25 (Regional Jet Series 

1000) airplanes. This proposed AD was 

prompted by a report that certain parts 

of the aft baggage door did not conform 

to the design specifications and were of 

degraded strength. This proposed AD 

would require repetitive inspections for 

cracking and deformations of certain 

stop fittings and striker plates of the aft 

baggage bay door; and replacement, 

which would terminate the repetitive 

inspections. We are proposing this AD 

to prevent cracking and deformations of 

certain stop fittings and striker plates, 

which may result in the opening of the 

aft baggage bay door and rapid 

decompression or reduced 

controllability of the airplane. 

DATES: We must receive comments on 

this proposed AD by July 14, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., 400 Coˆte-Vertu Road West, Dorval, 

Que ́bec H4S 1Y9, Canada; telephone 

514–855–5000; fax 514–855–7401; email 

thd.crj@aero.bombardier.com; Internet 

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

view this referenced service information 

at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. 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 by searching for 

and locating Docket No. FAA–2014– 

0287; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Ricardo Garcia, Aerospace Engineer, 

Airframe and Mechanical Systems, 

ANE–171, FAA, New York Aircraft 

Certification Office (ACO), 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone (516) 228–7331; 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–2014–0287; Directorate Identifier 

2013–NM–247–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 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2013–37, 

dated November 28, 2013 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc. Model CL– 

600–2C10 (Regional Jet Series 700, 701, 

& 702) airplanes, Model CL–600–2D24 

(Regional Jet Series 900) airplanes, and 

Model CL–600–2E25 (Regional Jet Series 

1000) airplanes. The MCAI states: 


emcdonald on DSK67QTVN1PROD with PROPOSALS