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

17691 

Vol. 71, No. 67 

Friday, April 7, 2006 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19866; Directorate 

Identifier 2004–NM–25–AD; Amendment 39– 

14541; AD 2006–07–14] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 767–200, –300, and –300F Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 767–200, –300, and 

–300F series airplanes. This AD requires 

verifying the part and serial numbers of 

certain main landing gear (MLG) bogie 

beam pivot pins; replacing those pivot 

pins with new or overhauled pivot pins 

if necessary; and ultimately replacing all 

pivot pins with new, improved pivot 

pins. This AD also requires repetitive 

lubrications and inspections of the pivot 

pin, and related investigative and 

corrective actions if necessary. This AD 

results from reports indicating that 

numerous fractures of the MLG bogie 

beam pivot pin have been found and 

that some pivot pins may have had 

improper rework during manufacture. 

We are issuing this AD to prevent 

fracture of the MLG bogie beam pivot 

pin, which could lead to possible loss 

of the MLG truck during takeoff or 

landing and consequent loss of control 

of the airplane. 

DATES: This AD becomes effective May 

12, 2006. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 12, 2006. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., Nassif Building, Room PL–401, 

Washington, DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Candice Gerretsen, Aerospace Engineer, 

Airframe Branch, ANM–120S, Seattle 

Aircraft Certification Office, FAA, 1601 

Lind Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 917–6428; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the street 

address stated in the ADDRESSES section. 

Discussion 

The FAA issued a supplemental 

notice of proposed rulemaking (SNPRM) 

to amend 14 CFR part 39 to include an 

AD that would apply to certain Boeing 

Model 767–200, –300, and –300F series 

airplanes. That SNPRM was published 

in the Federal Register on November 9, 

2005 (70 FR 67939). That SNPRM 

proposed to require verifying the part 

and serial numbers of certain main 

landing gear (MLG) bogie beam pivot 

pins; replacing those pivot pins with 

new or overhauled pivot pins if 

necessary; and ultimately replacing all 

pivot pins with new, improved pivot 

pins. That SNPRM also proposed to 

require repetitive lubrications and 

inspections of the pivot pin, and related 

investigative and corrective actions if 

necessary. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Request To Revise Paragraph (h) 

The Boeing Company requests that 

the word ‘‘inspection’’ in the last 

sentence of paragraph (h) of the SNPRM 

be removed. Boeing notes that there are 

no inspection requirements in 

paragraph (h). 

We agree. Paragraph (h) contains 

special lubrication requirements and no 

inspection requirements. Therefore, we 

have changed the final rule to clarify 

that doing the actions in paragraph (j) of 

the AD terminates the special 

lubrication requirements of paragraph 

(h), rather than the inspection 

requirements. 

Request for New Interim Action 

The Air Transport Association (ATA), 

on behalf of American Airlines, does not 

object to the proposed lubrication and 

terminating modification, but does not 

believe any of the three proposed 

inspection options are viable. ATA and 

American recommend that the FAA and 

the manufacturer develop a practical 

and effective interim action because the 

daily pin measurements are impractical 

to perform. ATA and American state 

that these measurements require 

accurate and unique tools, and they are 

also physically awkward. In addition, 

ATA and American believe that the 

second proposed option (the ultrasonic 

inspections) require unique tools and 

may provide faulty readings due to the 

stamped part number on the pin. ATA 

and American believe that these two 

options for inspections may lead to 

unnecessary flight cancellation. ATA 

and American also state that the third 

option (the detailed inspection) requires 

pin removal, and there is no value 

added in removing and reinstalling the 

old pin. American believes that airlines 

would prefer to replace the pins at the 

time of inspection, which may cause an 

industry shortage of pins. 

We partially agree. We agree that ATA 

and American Airlines have valid 

concerns, and we recognize that the 

proposed inspections may not be 

suitable for each operator. For that 

reason we carefully considered a variety 

of inspection methods with varying 

levels of reliability and corresponding 

repeat intervals in order to ease the 

burden on operators. In fact, the 

manufacturer developed its service 

information with the participation of the 

ATA lead airline. Note that no single 

method is required in order to comply 

with the AD. By providing alternatives, 

we consider that a viable inspection 

method is available to operators. We 


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disagree with re-developing interim 

actions because a variety of inspection 

methods have already been provided. If 

American Airlines wishes to use a new 

alternative inspection that provides an 

acceptable level of safety, American 

Airlines may request an approval of an 

alternative method of compliance in 

accordance with the procedures in 

paragraph letter (l) of this AD. In regard 

to the availability of pins, the 

manufacturer has assured us that 

sufficient new-material pins will be 

supplied within the replacement 

schedule of this AD, so an industry 

shortage of pins should not occur. Given 

that we have received 11 reports of 

failed pins since the issuance of the 

service information that is cited in this 

AD, interim inspections are necessary 

until these pins can be replaced. We 

have not changed the AD in this regard. 

Request for Alternate Terminating 

Action 

Japan Airlines notes that the 

terminating action provided in 

paragraph (j) of the NPRM is written on 

the airplane level rather than the 

component level. Japan Airlines 

requests that we include as a 

terminating action in the AD the 

installation of an overhauled MLG 

assembly with a new part number (P/N) 

161T1145–5 pivot pin in accordance 

with Boeing 767 Component 

Maintenance Manual (CMM) 32–11–30, 

new bogie beam bushings in accordance 

with Boeing 767 CMM 32–11–50, and 

inner cylinder pivot bushings in 

accordance with Boeing 767 CMM 32–

11–40. Japan Airlines believes that 

installing an overhauled MLG assembly 

with the new part number is the same 

action as Part 5 of Boeing Alert Service 

Bulletin 767–32A0199, Revision 2, 

dated May 26, 2005. 

We partially agree. We infer that 

Japan Airlines wants to track AD 

compliance by tracking MLG 

modification status rather than tracking 

airplane status. We agree that installing 

an overhauled MLG assembly with a 

new part number (P/N) 161T1145–5 

pivot pin, is the same as the terminating 

action provided in paragraph (j) of the 

NPRM; this action would bring the 

airplane into compliance. However, by 

regulation AD compliance is tracked at 

the airplane level rather than at the 

component level. For this reason we do 

not agree with the commenter’s request. 

We have not changed the AD in this 

regard. 

Request To Revise Costs of Compliance 

The Boeing Company states that the 

estimated costs in the SNPRM are 

incomplete and inaccurate. Boeing 

states that the costs do not reflect those 

in the manufacturer’s service 

information. In addition, Boeing points 

out that the costs are a per-pin cost 

rather than a per-airplane cost. 

We partially agree. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. In this 

case, the costs include only the time to 

do the inspections, lubrications, and 

replacement. However, we have revised 

the last two rows of the Estimated Costs 

table to multiply by two the costs that 

were listed in the NPRM as ‘‘per pivot 

pin’’ to more accurately reflect the costs 

per airplane. 

Explanation of Further Change to 

NPRM 

We have removed Note 2 of the 

NPRM, which gave a definition of a 

‘‘detailed inspection.’’ Boeing Alert 

Service Bulletin 767–32A0199, Revision 

2, now includes this definition. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

There are about 857 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet costs 

Pin Inspection ........................................ 1 $65 None ............ $65 ........................ 374 $24,310. 

Repetitive Lubrication ............................ 1 65 None ............ $65, per lubrication 

cycle.

374 $24,310, per lubrication cycle. 

Repetitive Inspection Option 1: Length 

Measurement.

1 65 None ............ $65, per inpsection 

cycle.

374 N/A. 

Repetitive Inspection Option 2: Ultrasonic Inspection.2 65 None ............ $130, per inspection cyle.374 N/A. 

Repetitive Inspection Option 3: Detailed 

Inspection (with Pivot Pin Removed).

14 65 None ............ $910, per inspection cycle.374 N/A. 

Pivot Pin Short-term Replacement (Optional), per pivot pin.12 65 $5,369 .......... $11,518 ................. 374 N/A. 

Terminating Action (Permanent Replacement).14 65 $11,686 ........ $24,282 ................. 374 $9,081,468. 

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 


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Federal Register / Vol. 71, No. 67 / Friday, April 7, 2006 / Rules and Regulations 17693 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2006–07–14 Boeing: Amendment 39–14541. 

Docket No. FAA–2004–19866; 

Directorate Identifier 2004–NM–25–AD. 

Effective Date 

(a) This AD becomes effective May 12, 

2006. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 767–

200, –300, and –300F series airplanes, 

certificated in any category; as identified in 

Boeing Alert Service Bulletin 767–32A0202, 

dated July 22, 2004, and Boeing Alert Service 

Bulletin 767–32A0199, Revision 2, dated 

May 26, 2005. 

Unsafe Condition 

(d) This AD results from reports indicating 

that numerous fractures of the main landing 

gear (MLG) bogie beam pivot pin have been 

found and that some pivot pins may have 

had improper rework during manufacture. 

We are issuing this AD to prevent fracture of 

the MLG bogie beam pivot pin, which could 

lead to possible loss of the MLG truck during 

takeoff or landing and consequent loss of 

control of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection for Part Number and Serial 

Number, and Short-Term Replacement 

(f) Within 6 months after the effective date 

of this AD, do a general visual inspection of 

the part number (P/N) and serial number (S/ 

N) of the MLG bogie beam pivot pin in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–32A0202, dated July 22, 2004. A review 

of airplane maintenance records is acceptable 

for compliance with this paragraph if the P/ 

N and S/N of the MLG bogie beam pivot pin 

can be positively determined from that 

review. 

(1) If the S/N of the pivot pin contains the 

letters ‘‘MA’’ or ‘‘MAM,’’ or if the S/N of the 

pivot pin is not listed in Figure 1 of the 

service bulletin, no further action is required 

by this paragraph. 

(2) If any pivot pin has a P/N and S/N that 

is listed in Figure 1 of the service bulletin: 

Within 6 months after the effective date of 

this AD, replace the pivot pin with an 

overhauled pin having P/N 161T1145–2, –3, 

or –4, that includes a chrome plate strip as 

part of the pin overhaul; or with a newmaterial pin having P/N 161T1145–5; in 

accordance with paragraph (j) of this AD. 

Replacing the pin with a new-material pin 

having P/N 161T1145–5 in accordance with 

the Accomplishment Instructions of the 

service bulletin, terminates the requirements 

of this AD for that pivot pin. 

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.’’

Discrepancy Reporting 

(g) If any pivot pin has a P/N and S/N 

listed in Figure 1 of Boeing Alert Service 

Bulletin 767–32A0202, dated July 22, 2004, 

submit a report of the inspection required by 

paragraph (f) of this AD to the Manager, 

Airline Support, Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, at the applicable 

time specified in paragraph (g)(1) or (g)(2) of 

this AD. The report must include the P/N and 

S/N of the pivot pin, a description of any 

discrepancies found, the airplane serial 

number, and the number of landings and 

flight hours on the airplane. Under the 

provisions of the Paperwork Reduction Act of 

1980 (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 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. 

Repetitive Lubrication 

(h) Within 30 days after the effective date 

of this AD: Do the pivot pin special 

lubrication in accordance with Part 1 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–32A0199, Revision 2, 

dated May 26, 2005. Repeat the lubrication 

thereafter at intervals not to exceed 14 days 

or 50 flight cycles, whichever occurs earlier. 

Doing the terminating action in paragraph (j) 

of this AD ends the special lubrication 

requirements of this paragraph. 

Repetitive Pin Inspections 

(i) Except as provided by paragraph (i)(1) 

and (i)(2) of this AD, at the applicable 

compliance time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–32A0199, Revision 2, including 

Appendix A, dated May 26, 2005, do one of 

the following inspections of the installed 

pivot pin in accordance with the specified 

part of the service bulletin: Part 2—Length 

Measurement, Part 3—Ultrasonic Inspection, 

or Part 4—Detailed Inspection; and do all 

applicable related investigative and 

corrective actions before further flight. 

Repeat the inspection thereafter at the 

applicable interval specified in paragraph 

1.E., ‘‘Compliance,’’ of the service bulletin. 

Doing the replacement specified in paragraph 

(j) of this AD ends the inspection 

requirements of this paragraph. 

(1) Where the service bulletin specifies a 

compliance time based on the release date of 

Revision 2 of the service bulletin, this AD 

requires compliance based on the effective 

date of this AD. 

(2) Where the Note at the end of Table 1 

in paragraph 1.E., ‘‘Compliance,’’ of the 

service bulletin specifies to contact Boeing 

for a longer compliance time for ‘‘Group 2 

airplanes that have been operated at weights 

less than 353,000 pounds since pivot pin 

installation’’: Operators must contact the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, for an alternative method of 

compliance in accordance with paragraph (l) 

of this AD for any requests for a longer 

compliance time. 


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17694 Federal Register / Vol. 71, No. 67 / Friday, April 7, 2006 / Rules and Regulations 

Terminating Action 

(j) At the applicable compliance time in 

paragraph (j)(1) or (j)(2) of this AD, replace 

any MLG bogie beam pivot pin having P/N 

161T1145–2, –3, or –4, with a new, improved 

pivot pin having P/N 161T1145–5; and do all 

applicable related investigative and 

corrective actions before further flight; in 

accordance with Part 5 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–32A0199, Revision 2, 

dated May 26, 2005. Where the Note at the 

end of Table 1 in paragraph 1.E., 

‘‘Compliance,’’ of the service bulletin 

specifies to contact Boeing for a longer 

compliance time for ‘‘Group 2 airplanes that 

have been operated at weights less than 

353,000 pounds since pivot pin installation’’: 

Operators must contact the Manager, Seattle 

ACO, for an alternative method of 

compliance in accordance with paragraph (l) 

of this AD for any requests for a longer 

compliance time. Doing the replacement in 

accordance with this paragraph terminates 

the requirements of this AD for that pivot 

pin. 

(1) For airplanes identified in the service 

bulletin as Group 1 airplanes: Within 96 

months after the effective date of this AD. 

(2) For airplanes identified in the service 

bulletin as Group 2 airplanes: Within 48 

months after the effective date of this AD. 

Actions Accomplished According to 

Previous Issues of Service Bulletin 

(k) Replacing any pivot pin with a new, 

improved pivot pin having P/N 161T1145–5, 

before the effective date of this AD in 

accordance with the service bulletins 

identified in Table 1 of this AD is considered 

acceptable for compliance with the 

corresponding action specified in this AD. 

TABLE 1.—PREVIOUS ISSUES OF

SERVICE BULLETIN

Boeing Alert 

Service Bulletin Revision Date 

767–32A0199 Original .... April 8, 2004. 

767–32A0199 1 .............. July 22, 2004. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Seattle ACO, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

Material Incorporated by Reference 

(m) You must use Boeing Alert Service 

Bulletin 767–32A0202, dated July 22, 2004; 

and Boeing Alert Service Bulletin 767–

32A0199, Revision 2, dated May 26, 2005; as 

applicable; to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of these documents in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Boeing Commercial Airplanes, P.O. 

Box 3707, Seattle, Washington 98124–2207, 

for a copy of this service information. You 

may review copies at the Docket Management 

Facility, U.S. Department of Transportation, 

400 Seventh Street, SW., Room PL–401, 

Nassif Building, Washington, DC; on the 

Internet at http://dms.dot.gov; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the NARA, 

call (202) 741–6030, or go to http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 

24, 2006. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 06–3194 Filed 4–6–06; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–23798; Directorate 

Identifier 2005–NM–162–AD; Amendment 

39–14543; AD 2006–07–16] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model DHC–8–400 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Bombardier Model DHC–8–400 series 

airplanes. This AD requires replacing all 

domed anchor nuts at all attachment 

locations of the upper fuel access panels 

of the center wing in the wet bay 

location with new nuts. This AD results 

from reported cases of corroded dome 

anchor nuts at the attachment locations 

of the upper surface of the fuel access 

panel of the center wing. We are issuing 

this AD to prevent corrosion or 

perforation of domed anchor nuts, 

which could result in arcing and 

ignition of fuel vapor in the center wing 

fuel tank during a lightning strike and 

consequent explosion of the fuel tank. 

DATES: This AD becomes effective May 

12, 2006. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of May 12, 2006. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., Nassif Building, Room PL–401, 

Washington, DC. 

Contact Bombardier, Inc., Bombardier 

Regional Aircraft Division, 123 Garratt 

Boulevard, Downsview, Ontario M3K 

1Y5, Canada, for service information 

identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

George Duckett, Aerospace Engineer, 

Airframe and Propulsion Branch, ANE–

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, suite 410, Westbury, New York 

11590; telephone (516) 228–7325; fax 

(516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Management Facility office 

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

through Friday, except Federal holidays. 

The Docket Management Facility office 

(telephone (800) 647–5227) is located on 

the plaza level of the Nassif Building at 

the street address stated in the 

ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to certain Bombardier Model 

DHC–8–400 series airplanes. That 

NPRM was published in the Federal 

Register on February 8, 2006 (71 FR 

6411). That NPRM proposed to require 

replacing all domed anchor nuts at all 

attachment locations of the upper fuel 

access panels of the center wing in the 

wet bay location with new nuts. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We received no 

comments on the NPRM or on the 

determination of the cost to the public. 

Change to NPRM 

We have revised the telephone 

number in the FOR FURTHER INFORMATION

CONTACT paragraph. 


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