64798 Federal Register / Vol. 76, No. 202 / Wednesday, October 19, 2011 / Rules and Regulations 

Credit for Actions Done in Accordance With 

Previous Service Information 

(6) Actions done before the effective date 

of this AD in accordance with Sicma Aero 

Seat Service Bulletin 90–25–013, Issue 3, 

dated December 19, 2001, including Annex 1, 

Issue 1, dated June 26, 2001, are acceptable 

for compliance with the corresponding 

actions of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI specifies doing repetitive inspections 

for cracking of links having over 12,000 flight 

hours since new until the replacement of the 

link is done. This AD does not include those 

repetitive inspections because we have 

reduced the compliance time for replacing 

those links. This AD requires replacing the 

link before 12,000 flight hours since new or 

within 900 flight hours or 5 months of the 

effective date of this AD, whichever occurs 

later. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Boston Aircraft 

Certification Office, 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: Jeffrey Lee, 

Aerospace Engineer, Boston Aircraft 

Certification Office, FAA, Engine & Propeller 

Directorate, 12 New England Executive Park, 

Burlington, Massachusetts 01803; telephone 

(781) 238–7161; fax (781) 238–7170. Before 

using any approved AMOC, notify your 

appropriate principal inspector, or lacking a 

principal inspector, the manager of the local 

flight standards district office/certificate 

holding district office. The AMOC approval 

letter must specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(h) Refer to MCAI French Airworthiness 

Directive 2001–613(AB), dated December 12, 

2001; and Sicma Aero Seat Service Bulletin 

90–25–013, Issue 4, dated March 19, 2004, 

including Annex 1, Issue 2, dated March 19, 

2004; for related information. 

Material Incorporated by Reference 

(i) You must use Sicma Aero Seat Service 

Bulletin 90–25–013, Issue 4, dated March 19, 

2004, including Annex 1, Issue 2, dated 

March 19, 2004, to do the actions required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Sicma Aero Seat, 7 Rue 

Lucien Coupet, 36100 ISSOUDUN, France, 

telephone: +33 (0) 2 54 03 39 39; fax: +33 (0) 

2 54 03 39 00; e-mail: customerservices.sas@

zodiacaerospace.com; Internet: http:// 

www.sicma.zodiacaerospace.com/en/. 

(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 

September 28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26083 Filed 10–18–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0478; Directorate 

Identifier 2010–NM–138–AD; Amendment 

39–16832; AD 2011–21–09] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–103, B4–203, and B4–2C 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to the products listed above. 

This 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: 

One operator reported a failure of the MLG 

[main landing gear] retraction actuator 

sliding rod. This incident occurred at a 

number of operating flight cycles lower than 

the limit value imposed by the MLG 

manufacturer. 

This condition, if not detected and 

corrected, results in undampened extension 

of the MLG, leading to higher than usual 

loads on the MLG attachment. Higher loads 

affect the structural integrity of the MLG and 

could lead to MLG failure. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 23, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 23, 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: 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: 

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 8, 2011 (76 FR 33176), 

and proposed to supersede AD 2007– 

25–15, Amendment 39–15297 (72 FR 

69601, December 10, 2007). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

One operator reported a failure of the MLG 

[main landing gear] retraction actuator 

sliding rod. This incident occurred at a 

number of operating flight cycles lower than 

the limit value imposed by the MLG 

manufacturer. 

This condition, if not detected and 

corrected, results in undampened extension 

of the MLG, leading to higher than usual 

loads on the MLG attachment. Higher loads 

affect the structural integrity of the MLG and 

could lead to MLG failure. 

To address and correct this unsafe 

condition, EASA issued AD 2006–0075 (now 

at Revision 2) [which corresponds to FAA 

AD 2007–25–15 (72 FR 69601, December 10, 

2007)] to require repetitive inspections of the 

retraction actuator sliding rod as installed on 

A300, A300–600 and A300–600ST 

aeroplanes and, depending on findings, 

repair or replacement of the affected parts. 

Since this event, studies have been 

performed by Airbus, the consequences of 

which are that for A300 aeroplanes, a new 

inspection program (new threshold and 

interval) has been established. 

For the reason described above, this new 

[EASA] AD retains the requirements of AD 


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2006–0075R2, which is superseded and 

requires the accomplishment of the repetitive 

inspections and associated corrective actions 

at the new intervals. In addition, the Airbus 

A300 Aircraft Maintenance Manual (AMM) 

Chapter 12–22–32 (associated to 

Maintenance Planning Document (MPD) task 

321112–0505–1) has been revised to 

introduce a greasing action at the level of the 

pick-up jack fitting. Consequently, this AD 

also requires the repetitive lubrication task. 

For A300–600 and A300–600ST 

aeroplanes, the analyses have shown that, 

due to design differences, the loads induced 

on the MLG attachments are within 

acceptable margins. For that reason, this AD 

does not apply to those aeroplanes which 

were previously included in the applicability 

of EASA AD 2006–0075R2. 

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 comment received. 

Request To Change Proposed 

Compliance Time 

The Air Line Pilots Association, 

International (ALPA) stated it supports 

the intent and language of the subject 

NPRM (76 FR 33176, June 8, 2011), but 

requested the compliance time be 

changed in paragraph (g) of the NPRM 

to ‘‘not to exceed 1000 flight hours or 

12 months, whichever occurs first, 

under any circumstances.’’ 

We disagree with this request because 

the unsafe condition is flight-cycle 

dependent, and the commenter did not 

provide any supporting data to justify a 

change in the compliance time. We have 

not changed the AD in this regard. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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 required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 3 

products of U.S. registry. We also 

estimate that it will take about 6 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

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

be $1,530, or $510 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 6 work-hours and require parts 

costing $0, for a cost of $510 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

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 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); 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 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 (76 FR 33176, June 

8, 2011), 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 Amendment 39–15297 (72 FR 

69601, December 10, 2007) and adding 

the following new AD: 

2011–21–09 Airbus: Amendment 39–16832. 

Docket No. FAA–2011–0475; Directorate 

Identifier 2010–NM–138–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 23, 2011. 

Affected ADs 

(b) This AD supersedes AD 2007–25–15, 

Amendment 39–15297 (72 FR 69601, 

December 10, 2007). 

Applicability 

(c) This AD applies to Airbus Model A300 

B4–103, B4–203, and B4–2C airplanes; 

certificated in any category; equipped with 

main landing gear (MLG) retraction actuator 

having part number (P/N) C23129 fitted with 

sliding rod P/N C69029–2 or C69029–3. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

One operator reported a failure of the MLG 

[main landing gear] retraction actuator 

sliding rod. This incident occurred at a 

number of operating flight cycles lower than 


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the limit value imposed by the MLG 

manufacturer. 

This condition, if not detected and 

corrected, results in undampened extension 

of the MLG, leading to higher than usual 

loads on the MLG attachment. Higher loads 

affect the structural integrity of the MLG and 

could lead to MLG failure. 

* * * * * 

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. 

Revised Compliance Times for Inspection of 

MLG Retraction Actuator and Corrective 

Actions 

(g) At the applicable time specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD: 

Remove the MLG retraction actuator having 

P/N C23129 and do a detailed and high 

frequency eddy current inspection for defects 

that exceed the criteria defined in MessierDowty Special Inspection Service Bulletin 

470–32–806, dated October 27, 2005, of the 

retraction actuator sliding rods having P/N 

C69029–2 or C69029–3, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–32–0450, 

Revision 02, dated July 28, 2009. 

(1) For airplanes on which the retraction 

actuator sliding rod has accumulated 12,000 

or fewer total flight cycles as of the effective 

date of this AD: Inspect at the later of the 

times specified in paragraphs (g)(1)(i) and 

(g)(1)(ii) of this AD. 

(i) Before the accumulation of 12,000 total 

flight cycles on the retraction actuator sliding 

rod. 

(ii) Within 2,000 flight cycles or 24 months 

after the effective date of this AD, whichever 

occurs first. 

(2) For airplanes on which the retraction 

actuator sliding rod has accumulated more 

than 12,000 total flight cycles, and 22,000 or 

fewer total flight cycles, as of the effective 

date of this AD: Inspect at the earliest of the 

times specified in paragraphs (g)(2)(i), 

(g)(2)(ii), and (g)(2)(iii) of this AD. 

(i) Before the accumulation of 23,000 total 

flight cycles on the retraction actuator sliding 

rod. 

(ii) Within 2,000 flight cycles after the 

effective date of this AD. 

(iii) Within 24 months after the effective 

date of this AD. 

(3) For airplanes on which the retraction 

actuator sliding rod has accumulated more 

than 22,000 total flight cycles as of the 

effective date of this AD: Inspect within 

1,000 flight cycles or 12 months after the 

effective date of this AD, whichever occurs 

first. 

(h) Thereafter, repeat the inspections 

required by paragraph (g) of this AD at 

intervals not to exceed 12,000 flight cycles. 

(i) If, during any inspection required by 

paragraph (g) or (h) of this AD, any defect is 

detected that exceeds the criteria defined in 

Messier-Dowty Special Inspection Service 

Bulletin 470–32–806, dated October 27, 2005, 

before further flight, replace the affected 

sliding rod with a serviceable unit in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–32–0450, Revision 02, dated 

July 28, 2009. 

(j) Before the accumulation of 32,000 flight 

cycles on any retraction actuator sliding rod, 

it must be replaced with a serviceable unit 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–32–0450, Revision 02, dated 

July 28, 2009. Parts removed from an airplane 

as required by this paragraph must be 

returned to Messier-Dowty within 30 days 

after removing the part from the airplane. 

(k) As of the effective date of this AD, any 

MLG retraction actuator sliding rod having P/ 

N C69029–2 or C69029–3 that has 

accumulated less than 32,000 total flight 

cycles, may be installed on any airplane, 

provided that the inspections required by 

paragraphs (g) and (h) of this AD are 

accomplished at the compliance times 

specified in paragraphs (g) and (h) of this AD 

and all applicable replacements required by 

paragraphs (i) and (j) of this AD are done. 

Lubrication of the MLG Assembly 

(l) Within 1,500 flight hours after the 

effective date of this AD: Clean and lubricate 

the MLG assembly, in accordance with Task 

321112–0505–1 ‘‘Main Landing Gear Assy,’’ 

of Section 2–32, ‘‘Systems and Powerplant 

Program: Landing Gear,’’ of the Airbus A300 

Maintenance Planning Document, Revision 

30, dated April 1, 2010. Repeat the cleaning 

and lubrication thereafter at intervals not to 

exceed 1,500 flight hours. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(m) Inspections accomplished before the 

effective date of this AD, in accordance with 

Airbus Mandatory Service Bulletin A300–32– 

0450, dated December 1, 2005; or Airbus 

Mandatory Service Bulletin A300–32–0450, 

Revision 01, dated May 10, 2006; are 

acceptable for compliance with the 

corresponding requirements of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(n) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

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 International Branch, send it 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. Information may be e-mailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

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. AMOCs approved previously in 

accordance with AD 2007–25–15, 

Amendment 39–15297 (72 FR 69601, 

December 10, 2007), are approved as AMOCs 

for the corresponding provisions of this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(o) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2010– 

0102, dated June 8, 2010; Airbus Mandatory 

Service Bulletin A300–32–0450, Revision 02, 

dated July 28, 2009; Messier-Dowty Special 

Inspection Service Bulletin 470–32–806, 

dated October 27, 2005; and Task 321112– 

0505–1, ‘‘Main Landing Gear Assy,’’ of 

Section 2–32, ‘‘Systems and Powerplant 

Program: Landing Gear,’’ of the Airbus A300 

Maintenance Planning Document, Revision 

30, dated April 1, 2010; for related 

information. 

Material Incorporated by Reference 

(p) You must use Airbus Mandatory 

Service Bulletin A300–32–0450, Revision 02, 

excluding Appendix 1, dated July, 28, 2009; 

Messier-Dowty Special Inspection Service 

Bulletin 470–32–806, dated October 27, 2005; 

and Task 321112–0505–1, ‘‘Main Landing 

Gear Assy,’’ of Section 2–32, ‘‘Systems and 

Powerplant Program: Landing Gear,’’ of the 

Airbus A300 Maintenance Planning 

Document, Revision 30, dated April 1, 2010; 

to do the actions required by this AD, unless 

the AD specifies otherwise. (The revision 

level of the Airbus A300 Maintenance 

Planning Document is identified in only the 

title page and transmittal letter of this 

document.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For Messier-Dowty service information 

identified in this AD, contact Messier 

Services Americas, Customer Support Center, 

45360 Severn Way, Sterling, Virginia 20166– 

8910; telephone 703–450–8233; fax 703–404– 

1621; Internet https://techpubs.services/ 

messier-dowty.com. 

(3) For Airbus service information 

identified in this 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(4) 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. 


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(5) 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 

September 28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26082 Filed 10–18–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0564; Directorate 

Identifier 2011–NM–021–AD; Amendment 

39–16830; AD 2011–21–07] 

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 

Bombardier, Inc. Model CL–600–2B19 

(Regional Jet Series 100 & 440); Model 

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

701, & 702); Model CL–600–2D15 

(Regional Jet Series 705); and Model 

CL–600–2D24 (Regional Jet Series 900) 

airplanes. This AD results from 

mandatory continuing airworthiness 

information (MCAI) issued by an 

airworthiness authority of another 

country to identify and correct an 

unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

There have been several in-service reports 

of airspeed mismatch between the pilot and 

co-pilot’s airspeed indicators. It was 

discovered that during or after heavy rain, 

the pitot-static tubing may become partially 

or completely blocked by water, which fails 

to enter the drain bottles. Investigation 

revealed that drain bottles used in the 

primary pitot-static system include check 

valves, which impede the entry of water into 

the drain bottle. This condition, if not 

corrected, may result in erroneous airspeed 

and altitude indications. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 23, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 23, 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: 

Christopher Alfano, Aerospace 

Engineer, Airframe & Mechanical 

Systems Branch, ANE–171, New York 

Aircraft Certification Office (ACO), 

FAA, 1600 Stewart Avenue, Suite 410, 

Westbury, New York 11590; telephone: 

(516) 228–7340; 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 9, 2011 (76 FR 33658). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

There have been several in-service reports 

of airspeed mismatch between the pilot and 

co-pilot’s airspeed indicators. It was 

discovered that during or after heavy rain, 

the pitot-static tubing may become partially 

or completely blocked by water, which fails 

to enter the drain bottles. Investigation 

revealed that drain bottles used in the 

primary pitot-static system include check 

valves, which impede the entry of water into 

the drain bottle. This condition, if not 

corrected, may result in erroneous airspeed 

and altitude indications. 

This [Transport Canada Civil Aviation 

(TCCA)] directive mandates replacement of 

the [certain] Water Accumulator Assemblies 

[with new water accumulator assemblies] to 

improve drainage of the pitot-static tubing. 

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 for Frequent Repetitive 

Inspections Instead of Replacements 

Mesa Airlines requested we revise the 

NPRM (76 FR 33658, June 9, 2011) to 

change the maintenance program to 

reduce the repetitive inspection 

intervals for the water accumulator as 

an option to installing the enlarged 

drain tubes. Mesa stated that the main 

pitot-static drain assemblies on its fleet 

are inspected for moisture every 500 or 

600 flight hours (depending on the 

model). 

We disagree because the pitot static 

tubing/water accumulator has a design 

deficiency that may cause it to become 

partially or completely blocked by 

water. This pitot static tubing/water 

accumulator design must be replaced 

with a new pitot static water 

accumulator design to eliminate this 

unsafe condition. Inspecting the pitot 

static water accumulator more 

frequently will not meet the intent of 

this AD. Once we issue this AD, any 

operator may request approval of an 

alternative method of compliance 

(AMOC) under the provisions of 

paragraph (k)(1) of this AD. Sufficient 

data must be submitted to substantiate 

that repetitive inspections would 

provide an acceptable level of safety. 

We have not changed the AD in this 

regard. 

Request To Change Applicability Serial 

Numbers To Match Service Bulletin 

American Eagle Airlines requested 

that paragraph (c) of the NPRM (76 FR 

33658, June 9, 2011) be changed from 

including all serial numbers of the 

specified airplanes to only those serial 

numbers called out in Bombardier 

Service Bulletin 601R–34–147, Revision 

B, dated March 8, 2011; and Bombardier 

Service Bulletin 670BA–34–030, 

Revision B, dated March 23, 2010. 

American Eagle stated as justification 

that the requirements of the NPRM were 

incorporated on airplanes going forward 

in production, and the illustrated parts 

catalog applicability has been updated 

for the affected part as well. 

We disagree. Transport Canada Civil 

Aviation (TCCA), which is the 

airworthiness authority for Canada, has 

determined that all serial numbers of 

the specified airplane models need to be 

called out in its AD in order to prevent 

unsafe parts from being installed in any 

airplane. We agree with TCCA that all 

serial numbers need to be included in 

this AD, and also have included in 

paragraph (h) of the AD a prohibition 

against installing certain unsafe water 

accumulator assemblies on the pitot and 

static lines of the air data computer on 

any airplane. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 


sroberts on DSK5SPTVN1PROD with RULES