This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

30185 

Vol. 77, No. 99 

Tuesday, May 22, 2012 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0042; Directorate 

Identifier 2011–NM–154–AD; Amendment 

39–17057; AD 2012–10–08] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

certain Bombardier, Inc. Model CL–600– 

2C10 (Regional Jet Series 700, 701 & 

702), CL–600–2D15 (Regional Jet Series 

705), and CL–600–2D24 (Regional Jet 

Series 900) airplanes. That AD currently 

requires a one-time inspection of the 

main landing gear (MLG) shock strut 

assemblies for part and serial numbers; 

for certain MLG shock strut assemblies, 

a one-time inspection of the torque link 

apex joint, and corrective actions if 

necessary; and, for certain MLG shock 

strut assemblies, replacement or rework 

of the apex nut. This new AD continues 

to require the actions in the existing AD, 

and adds the previously omitted part 

and serial numbers. This AD was 

prompted by reports of loose or 

detached main landing gear (MLG) 

torque link apex pin locking plate and 

the locking plate retainer bolt in the 

torque link apex joint. We are issuing 

this AD to detect and correct improper 

assembly and damage of the MLG torque 

link apex joint, which could cause 

heavy vibration during landing, 

consequent damage to MLG 

components, and subsequent collapse of 

the MLG. 

DATES: This AD becomes effective June 

26, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 18, 2011 (76 FR 20498, April 

13, 2011). 

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: 

Stephen Kowalski, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; phone: 516–228–7327; 

fax: 516–794–5531; email: 

Stephen.Kowalski@faa.gov. 

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 February 6, 2012 (77 FR 

5730), and proposed to supersede AD 

2011–08–04, Amendment 39–16654 (76 

FR 20498, April 13, 2011). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

There have been four reports of loose or 

detached main landing gear torque link apex 

pin locking plate and the locking plate 

retainer bolt. This condition could result in 

torque link apex pin disengagement, heavy 

vibration during landing, damage to main 

landing gear components and subsequent 

main landing gear collapse. 

Investigation has determined that incorrect 

stack-up tolerances of the apex joint or 

improper installation of the locking plate and 

apex nut could result in torque link apex pin 

disengagement. This [TCCA] directive 

mandates [a one-time detailed] inspection of 

the torque link apex joint [for correct 

installation and damage, and corrective 

actions if necessary] and replacement of the 

torque link apex nut. 

The corrective actions include reinstalling parts that are not correctly 

installed and replacing damaged parts. 

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 

received no comments on the NPRM (77 

FR 5730, February 6, 2012) or on the 

determination of the cost to the public. 

Explanation of Changes Made to This 

AD 

We have revised certain headers 

throughout this AD. We have also 

revised the heading for and the wording 

in paragraph (n) of this AD; this change 

has not affected the intent of that 

paragraph. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously— 

except for minor editorial changes. We 

have determined that these changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 5730, 

February 6, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 5730, 

February 6, 2012). 

Difference Between This AD and the 

MCAI or Service Information 

The MCAI specifies to inspect only 

airplanes having certain serial numbers 

that are part of the MCAI applicability. 

Because the affected part could be 

rotated onto any of the airplanes listed 

in the applicability, this AD continues 

to require that the inspection be done on 

all airplanes. We have coordinated this 

difference with the TCCA. 

Costs of Compliance 

We estimate that this AD will affect 

about 361 products of U.S. registry. 

The actions that are required by AD 

2011–08–04, Amendment 39–16654 (76 

FR 20498, April 13, 2011), and retained 

in this AD take about 5 work-hours per 

product, at an average labor rate of $85 

per work-hour. Based on these figures, 

the estimated cost of the currently 

required actions is $153,425, or $425 

per product. 

We estimate that it will take about 5 

work-hours per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of this AD to the U.S. 


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30186 Federal Register / Vol. 77, No. 99 / Tuesday, May 22, 2012 / Rules and Regulations 

operators to be $153,425, or $425 per 

product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this 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. 

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 the NPRM (77 FR 5730, 

February 6, 2012), 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. 

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 

removing airworthiness directive (AD) 

2011–08–04, Amendment 39–16654 (76 

FR 20498, April 13, 2011), and adding 

the following new AD: 

2012–10–08 Bombardier, Inc.: Amendment 

39–17057. Docket No. FAA–2012–0042; 

Directorate Identifier 2011–NM–154–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective June 26, 2012. 

(b) Affected ADs 

This AD supersedes AD 2011–08–04, 

Amendment 39–16654 (76 FR 20498, April 

13, 2011). 

(c) Applicability 

This AD applies to the Bombardier 

airplanes identified in paragraphs (c)(1) and 

(c)(2) of this AD, certificated in any category. 

(1) Model CL–600–2C10 (Regional Jet 

Series 700, 701 & 702) airplanes, serial 

numbers (S/Ns) 10003 and subsequent. 

(2) Model CL–600–2D15 (Regional Jet 

Series 705) airplanes and Model CL–600– 

2D24 (Regional Jet Series 900) airplanes, S/ 

Ns 15001 and subsequent. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32: Landing gear. 

(e) Reason 

This AD was prompted by reports of loose 

or detached main landing gear (MLG) torque 

link apex pin locking plate and the locking 

plate retainer bolt in the torque link apex 

joint. We are issuing this AD to detect and 

correct improper assembly and damage of the 

MLG torque link apex joint, which could 

cause heavy vibration during landing, 

consequent damage to MLG components, and 

subsequent collapse of the MLG. 

(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) Retained Inspection for Part Number 

(P/N) and S/N for Model CL–600–2C10 

Airplanes 

This paragraph restates the requirements of 

paragraph (g) of AD 2011–08–04, 

Amendment 39–16654 (76 FR 20498, April 

13, 2011). For airplanes identified in 

paragraph (c)(1) of this AD: Within 900 flight 

hours after May 18, 2011 (the effective date 

of AD 2011–08–04), inspect the MLG shock 

strut assemblies to determine whether an 

MLG shock strut assembly having a P/N 

49000–11 through 49000–22 inclusive and a 

S/N 0001 through 0284 inclusive is installed. 

A review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

part and serial numbers of the MLG shock 

strut assembly can be conclusively 

determined from that review. 

(h) Retained Inspection of the Torque Link 

Apex Joint for Model CL–600–2C10 

Airplanes 

This paragraph restates the requirements of 

paragraph (h) of AD 2011–08–04, 

Amendment 39–16654 (76 FR 20498, April 

13, 2011). For any MLG shock strut assembly 

having a P/N 49000–11 through 49000–22 

inclusive and a S/N 0001 through 0284 

inclusive found installed during the 

inspection or records check required by 

paragraph (g) of this AD: Within 900 flight 

hours after May 18, 2011 (the effective date 

of AD 2011–08–04), perform a one-time 

detailed inspection and all applicable 

corrective actions on the torque link apex 

joint, in accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–32–019, Revision A, 

dated September 18, 2008, except as 

provided by paragraph (o) of this AD. Do all 

applicable corrective actions before further 

flight. 

(i) Retained Replacement or Rework of the 

Apex Nut for Model CL–600–2C10 Airplanes 

This paragraph restates the requirements of 

paragraph (i) of AD 2011–08–04, Amendment 

39–16654 (76 FR 20498, April 13, 2011). For 

any MLG shock strut assembly identified 

during the inspection or records check 

required by paragraph (g) of this AD: Within 

4,500 flight hours after May 18, 2011 (the 

effective date of AD 2011–08–04), replace or 

rework the apex nut, in accordance with Part 

B of the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–32–019, 

Revision A, dated September 18, 2008. 

(j) Retained Parts Installation 

For all airplanes: As of May 18, 2011 (the 

effective date of AD 2011–08–04, 

Amendment 39–16654 (76 FR 20498, April 

13, 2011)), no person may install, on any 

airplane, a replacement MLG shock strut 

assembly identified in paragraph (j)(1) or 

(j)(2) of this AD, unless it has been reworked 

in accordance with paragraph B. of Part B of 

the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–32–019, 

Revision A, dated September 18, 2008. 

(1) Part numbers 49000–11 through 49000– 

22 inclusive, and with a serial number in the 

range of S/Ns 0001 through 0284 inclusive 

(the serial number can start with ‘‘MA,’’ 

‘‘MAL,’’ or ‘‘MA-’’). 


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(2) Part numbers 49050–5 through 49050– 

10 inclusive, and with a serial number in the 

range of S/Ns 1001 through 1114 inclusive 

(the serial number can start with ‘‘MA,’’ 

‘‘MAL,’’ or ‘‘MA-’’). 

(k) New Inspection for Part Number and 

Serial Number for Model CL–600–2D15 and 

CL–600–2D24 Airplanes 

For airplanes identified in paragraph (c)(2) 

of this AD: Within 900 flight hours after the 

effective date of this AD, inspect the MLG 

shock strut assemblies to determine whether 

an MLG shock strut assembly having P/Ns 

49050–5 through 49050–10 inclusive and a 

S/N 0001 through 1114 inclusive is installed. 

A review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

part and serial numbers of the MLG shock 

strut assembly can be conclusively 

determined from that review. 

(l) Inspection of the Torque Link Apex Joint 

for Model CL–600–2D15 and CL–600–2D24 

Airplanes 

For any MLG shock strut assembly having 

P/Ns 49050–5 through 49050–10 inclusive 

and a S/N 0001 through 1114 inclusive found 

installed during the inspection or records 

check required by paragraph (k) of this AD: 

Within 900 flight hours after the effective 

date of this AD, perform a one-time detailed 

inspection and all applicable corrective 

actions on the torque link apex joint, in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–32–019, Revision A, 

dated September 18, 2008, except as 

provided by paragraph (o) of this AD. Do all 

applicable corrective actions before further 

flight. 

(m) Replacement or Rework of the Apex Nut 

for Model CL–600–2D15 and CL–600–2D24 

Airplanes 

For any MLG shock strut assembly 

identified during the inspection or records 

check required by paragraph (k) of this AD: 

Within 900 flight hours after the effective 

date of this AD, replace or rework the apex 

nut, in accordance with Part B of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–32–019, Revision A, 

dated September 18, 2008. 

(n) Credit for Previous Actions 

(1) This paragraph provides credit for 

inspections, corrective actions, replacements, 

and rework required by paragraphs (g), (h), 

and (i) of this AD, if those actions were 

performed before May 18, 2011 (the effective 

date of AD 2011–08–04, Amendment 39– 

16654 (76 FR 20498, April 13, 2011)), using 

Bombardier Service Bulletin 670BA–32–019, 

dated March 16, 2006. 

(2) This paragraph provides credit for 

inspections, corrective actions, replacements, 

and rework required by paragraphs (k), (l), 

and (m) of this AD, if those actions were 

performed before the effective date of this AD 

using Bombardier Service Bulletin 670BA– 

32–019, dated March 16, 2006. 

(o) Inspections Not Required Under Certain 

Conditions 

The inspections specified in paragraph (h) 

or (l) of this AD are not required if the actions 

specified in paragraph (i) or (m) of this AD, 

as applicable, have already been 

accomplished; or if Bombardier Repair 

Engineering Order 670–32–11–0022, dated 

October 22, 2005, or Goodrich Service 

Concession Request SCR 0056–05, dated 

October 22, 2005; has been incorporated. 

(p) 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. 

(q) Special Flight Permits 

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), are not allowed. 

(r) Related Information 

Refer to MCAI Canadian Airworthiness 

Directive CF–2009–20, dated May 1, 2009; 

and Bombardier Service Bulletin 670BA–32– 

019, Revision A, dated September 18, 2008; 

for related information. 

(s) Material Incorporated by Reference 

(1) 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. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on May 18, 2011 (76 FR 

20498, April 13, 2011). 

(i) Bombardier Service Bulletin 670BA–32– 

019, Revision A, dated September 18, 2008. 

(4) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoteVertu Road West, Dorval, Quebec H4S 1Y9, 

Canada; phone: 514–855–5000; fax: 514–855– 

7401; email: thd.crj@aero.bombardier.com; 

Internet: http://www.bombardier.com. 

(5) 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. 

(6) 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 May 10, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–12336 Filed 5–21–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0131; Airspace 

Docket No. 12–ANM–2] 

Amendment of Class E Airspace; Rock 

Springs, WY 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class E 

airspace at Rock Springs-Sweetwater 

County Airport, Rock Springs, WY. 

Decommissioning of the Rock Springs 

Tactical Air Navigation System 

(TACAN) has made this action 

necessary for the safety and 

management of Instrument Flight Rules 

(IFR) operations at the airport. This 

action also adjusts the geographic 

coordinates of the airport. 

DATES: Effective date, 0901 UTC, July 

26, 2012. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR Part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

History 

On February 28, 2012, the FAA 

published in the Federal Register a 

notice of proposed rulemaking to amend 

controlled airspace at Rock Springs, WY 

(77 FR 11796). Interested parties were 

invited to participate in this rulemaking 


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