51698 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules 

accordance with Supplemental Type 

Certificate (STC) SA00224WI–D, 

ST00146WI–D, or SA984GL–D. 

(1) Model SAAB 340A (SAAB/SF340A) 

airplanes, serial numbers 004 through 159 

inclusive. 

(2) Model SAAB 340B airplanes, serial 

numbers 160 through 459 inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from a report of a crack 

found behind the external adapter plate of 

the antennae during inspection. Similar 

cracking was found on two additional 

airplanes, and extensive corrosion was found 

on one airplane. The Federal Aviation 

Administration is issuing this AD to detect 

and correct corrosion and cracking behind 

the external adapter plate of the antennae of 

certain damage-tolerant structure, which 

could result in reduced structural integrity 

and consequent rapid depressurization of the 

airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified. 

Inspection/Corrective Actions 

(g) Within 600 flight cycles after the 

effective date of this AD: Remove the external 

adapter plate of the antennae installation and 

do a general visual inspection of the fuselage 

surface for corrosion and cracking behind the 

external adapter plate of the antennae 

installation. If any corrosion or cracking is 

found, repair before further flight. If no 

corrosion or cracking is found, before further 

flight, ensure that proper corrosion 

protection has been applied before 

reinstalling the adapter plate. Do all the 

actions required by this paragraph in 

accordance with a method approved by the 

Manager, Wichita Aircraft Certification Office 

(ACO), FAA. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’ 

Reporting Requirement 

(h) At the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD: Submit 

a report of the positive findings of the 

inspections required by paragraph (g) of this 

AD. Send the report to the Manager, Wichita 

ACO. The report must contain, at a 

minimum, the inspection results, a 

description of any discrepancies found, the 

airplane serial number, and the number of 

flight cycles and flight hours on the airplane 

since installation of the STC. Under the 

provisions of the Paperwork Reduction Act 

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

Management and Budget (OMB) has 

approved the information collection 

requirements contained in this AD and has 

assigned OMB Control Number 2120–0056. 

(1) If the inspection was done 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. 

Special Flight Permit 

(i) Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), may be issued to operate the 

airplane to a location where the requirements 

of this AD can be accomplished, but 

concurrence by the Manager, Wichita ACO, 

FAA, is required prior to issuance of the 

special flight permit. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Wichita ACO, 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: 

William Griffith, Aerospace Engineer, 

Airframe Branch, ACE–118W, FAA, Wichita 

ACO, 1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas 67209; 

telephone (316) 946–4116; fax (316) 946– 

4107. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

Issued in Renton, Washington on August 

16, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–20852 Filed 8–20–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0803; Directorate 

Identifier 2010–NM–124–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A310 Series Airplanes; and Model 

A300 B4–600, A300 B4–600R, A300 F4– 

600R Series Airplanes, and Model A300 

C4–605R Variant F Airplanes 

(Collectively Called A300–600 Series 

Airplanes) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: The ball screw nut 

assemblies of the first 70 Trimmable 

Horizontal Stabilizer Actuators (THSA) 

manufactured by Goodrich were fitted 

with an upper attachment gimbal having 

a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal 

installed on the subsequent THSAs 

(final production standard) is more 

robust, having a thickness of 70mm 

(2.76 in). During the fatigue life 

demonstration of the THSA upper 

attachment primary load path elements, 

only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to 

demonstrate the robustness of the upper 

attachment fitted with a gimbal of 58 

mm was accomplished. In case of failure 

of this gimbal, the THSA upper 

attachment primary load path would be 

lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment 

secondary load path will only withstand 

the loads for a limited period of time, 

the condition where it would be 

engaged and not detected could lead to 

failure of the secondary load path, 

which would likely result in loss of 

control of the aeroplane. 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 October 7, 2010. 


sroberts on DSKD5P82C1PROD with PROPOSALS
Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules 51699 

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 Airbus SAS— 

EAW (Airworthiness Office), 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; e-mail: 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; 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–2010–0803; Directorate Identifier 

2010–NM–124–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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0092, 

dated May 21, 2010 (referred to after 

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

condition for the specified products. 

The MCAI states: 

The ball screw nut assemblies of the first 

70 Trimmable Horizontal Stabilizer Actuators 

(THSA) manufactured by Goodrich were 

fitted with an upper attachment gimbal 

having a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal installed on 

the subsequent THSAs (final production 

standard) is more robust, having a thickness 

of 70 mm (2.76 in). 

During the fatigue life demonstration of the 

THSA upper attachment primary load path 

elements, only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to demonstrate 

the robustness of the upper attachment fitted 

with a gimbal of 58 mm was accomplished. 

In case of failure of this gimbal, the THSA 

upper attachment primary load path would 

be lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment secondary 

load path will only withstand the loads for 

a limited period of time, the condition where 

it would be engaged and not detected could 

lead to failure of the secondary load path, 

which would likely result in loss of control 

of the aeroplane. 

As the affected ball screw nut assemblies 

(including the gimbal) could have been 

moved from one THSA to another during 

maintenance operation and because the 

change from the old design to the final 

production standard design is not identified 

through a dedicated THSA Part Number, a 

gimbal with thickness of 58 mm (2.28 in) can 

be fitted on any A310 or A300–600 

aeroplane. 

For the reasons described above, this AD 

requires the identification of the THSA 

which have a 58 mm (2.28 in) gimbal 

installed, repetitive [general visual] 

inspections to check whether there is 

engagement of the secondary load path and, 

depending on findings, associated corrective 

action(s). 

Corrective actions include contacting 

Airbus for repair instructions and doing 

the repair. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletins A300–27A6067, Revision 01, 

including Appendix 01, dated May 12, 

2010; and A310–27A2104, Revision 01, 

including Appendix 01, dated May 12, 

2010. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a Note within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 170 products of U.S. 

registry. We also estimate that it would 

take about 2 work-hours per product to 

comply with the 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 

$28,900, or $170 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 


sroberts on DSKD5P82C1PROD with PROPOSALS
51700 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules 

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: 

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: 

Airbus: Docket No. FAA–2010–0803; 

Directorate Identifier 2010–NM–124–AD. 

Comments Due Date 

(a) We must receive comments by October 

7, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B4–601, B4–603, B4–620, B4–622, B4–605R, 

B4–622R, F4–605R, and F4–622R airplanes; 

Model A300 C4–605R Variant F airplanes; 

and Model A310–203, –204, –221, –222, 

–304, –322, –324, and –325 airplanes; 

certificated in any category, all certified 

models, all manufacturer serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

The ball screw nut assemblies of the first 

70 Trimmable Horizontal Stabilizer Actuators 

(THSA) manufactured by Goodrich were 

fitted with an upper attachment gimbal 

having a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal installed on 

the subsequent THSAs (final production 

standard) is more robust, having a thickness 

of 70mm (2.76 in). 

During the fatigue life demonstration of the 

THSA upper attachment primary load path 

elements, only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to demonstrate 

the robustness of the upper attachment fitted 

with a gimbal of 58 mm was accomplished. 

In case of failure of this gimbal, the THSA 

upper attachment primary load path would 

be lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment secondary 

load path will only withstand the loads for 

a limited period of time, the condition where 

it would be engaged and not detected could 

lead to failure of the secondary load path, 

which would likely result in loss of control 

of the aeroplane. 

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. 

Actions 

(g) Within 130 flight cycles or 650 flight 

hours after the effective date of this AD, 

whichever occurs first, measure the thickness 

of the trimmable horizontal stabilizer 

actuators (THSA) upper attachment gimbal, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–27A6067, Revision 01, dated 

May 12, 2010 (for Model A300–600 series 

airplanes); or A310–27A2104, Revision 01, 

dated May 12, 2010 (for Model A310 series 

airplanes). 

(1) If, during the measurement required by 

paragraph (g) of this AD, the gimbal thickness 

is 58 mm (2.28 in.) ± 5 mm (0.20 in.), before 

further flight, do a general visual inspection 

of the THSA upper attachment to determine 

if the THSA upper attachment secondary 

load path is engaged, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27A6067, 

Revision 01, dated May 12, 2010 (for Model 

A300–600 series airplanes); or A310– 

27A2104, Revision 01, dated May 12, 2010 

(for Model A310 series airplanes). Repeat the 

inspection thereafter at intervals not to 

exceed 130 flight cycles or 650 flight hours, 

whichever occurs first, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27A6067, 

Revision 01, dated May 12, 2010 (for Model 

A300–600 series airplanes); or A310– 

27A2104, Revision 01, dated May 12, 2010 

(for Model A310 series airplanes). 

(2) If, during the measurement required by 

paragraph (g) of this AD, the gimbal thickness 

is not 58 mm (2.28 in.) ± 5 mm (0.20 in.), 

except for the requirements of paragraph (k) 

of this AD, no further action is required of 

this AD. 

(h) If, during any inspection required by 

paragraph (g)(1) of this AD, the THSA upper 

attachment secondary load path is found to 

be engaged, before further flight, contact 

Airbus for repair instructions and do the 

repair. 

Actions Accomplished According to 

Previous Issue of Service Bulletin 

(i) Actions accomplished before the 

effective date of this AD in accordance with 

Airbus Mandatory Service Bulletin A300– 

27A6067 (for Model A300–600 series 

airplanes) or A310–27A2104 (for Model A310 

series airplanes), both dated May 6, 2010, are 

considered acceptable for compliance with 

the corresponding action specified in this 

AD. 

Reporting Requirement 

(j) Submit a report of the findings (both 

positive and negative) of the measurement 

required by paragraph (g) of this AD to 

Airbus, as identified in Appendix 01 of 

Airbus Mandatory Service Bulletin A300– 

27A6067, Revision 01, dated May 12, 2010 

(for Model A300–600 series airplanes); or 

A310–27A2104, Revision 01, dated May 12, 

2010 (for Model A310 series airplanes); at the 

applicable time specified in paragraph (l)(1) 

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

the information specified in Appendix 01 of 

Airbus Mandatory Service Bulletin A300– 

27A6067, Revision 01, dated May 12, 2010 

(for Model A300–600 series airplanes); or 

A310–27A2104, Revision 01, dated May 12, 

2010 (for Model A310 series airplanes). 

(1) If the measurement was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the measurement was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

Parts Installation 

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

person may install, on any airplane, a THSA, 

unless it is in compliance with the 

requirements of this AD. 


sroberts on DSKD5P82C1PROD with PROPOSALS
Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules 51701 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI does not include a reporting 

requirement; however, the service bulletin 

recommends reporting. Paragraph (j) of this 

AD specifies a reporting requirement. 

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, 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: Dan Rodina, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2125; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

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

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(m) Refer to MCAI EASA Airworthiness 

Directive 2010–0092, dated May 21, 2010; 

Airbus Mandatory Service Bulletin A300– 

27A6067, Revision 01, dated May 12, 2010; 

and Airbus Mandatory Service Bulletin 

A310–27A2104, Revision 01, dated May 12, 

2010; for related information. 

Issued in Renton, Washington, on August 

16, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–20854 Filed 8–20–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0802; Directorate 

Identifier 2009–NM–256–AD] 

RIN 2120–AA64 

Airworthiness Directives; Learjet Inc. 

Model 45 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

Learjet Inc. Model 45 airplanes. The 

existing AD currently requires, for 

certain airplanes, repetitive inspections 

for chafing and other damage of the case 

drain tube from the hydraulic pump 

case installed on the left-hand engine, 

and corrective action if necessary. The 

existing AD also requires, for all 

airplanes, repetitive inspections for 

discrepancies of the left engine’s nacelle 

tubing, repetitive inspections for 

evidence of fluid leakage within the left 

engine accessory compartment, and 

corrective actions if necessary. This 

proposed AD would require replacing 

the left engine fuel and hydraulic tubing 

and installing a tubing support channel, 

which would terminate the repetitive 

inspections required in the existing AD. 

This proposed AD also removes 

airplanes from the applicability. This 

proposed AD results from reports of 

chafed hydraulic tubes in the left-hand 

engine. We are proposing this AD to 

detect and correct chafed hydraulic 

tubes in the left-hand engine and 

consequent hydraulic tube failure and 

uncontrolled loss of flammable fluid 

within the engine cowling, which could 

result in a fire in the engine nacelle and 

loss of control of the airplane. 

DATES: We must receive comments on 

this proposed AD by October 7, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Learjet, Inc., 

One Learjet Way, Wichita, Kansas 

67209–2942; telephone: 316–946–2000; 

fax: 316–946–2220; e-mail: 

ac.ict@aero.bombardier.com; Internet: 

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

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket 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 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

James Galstad, Aerospace Engineer, 

Systems and Propulsion Branch, ACE– 

116W, FAA, Wichita Aircraft 

Certification Office, 1801 Airport Road, 

Room 100, Mid-Continent Airport, 

Wichita, Kansas 67209; telephone (316) 

946–4135; fax (316) 946–4107. 

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–2010–0802; Directorate Identifier 

2009–NM–256–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. 


sroberts on DSKD5P82C1PROD with PROPOSALS