13086 Federal Register / Vol. 74, No. 57 / Thursday, March 26, 2009 / Rules and Regulations 

Unsafe Condition 

(d) This AD results from reports of 

incomplete latching of the existing 

adjustment mechanism and cracked 

reinforcement assemblies, which could result 

in sudden shifting of a flightcrew seat. We 

are issuing this AD to prevent sudden 

shifting of a flightcrew seat, which could 

impair the flightcrew’s ability to control 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. 

Restatement of the Requirements of AD 96– 

03–07 

(f) For Hawker Beechcraft Model MU–300– 

10 airplanes and Model 400 and 400A series 

airplanes: Within 200 hours time-in-service 

after March 13, 1996 (the effective date of AD 

96–03–07), install an improved adjustment 

mechanism on the flightcrew seat, and 

replace the existing aluminum seat 

reinforcement assemblies with steel 

assemblies, in accordance with Beechcraft 

Service Bulletin No. 2536, Revision 1, dated 

April 1995; or Raytheon Mandatory Service 

Bulletin SB 25–2536, Revision 2, dated 

March 2002. 

Requirements for Additional Airplanes 

(g) For Raytheon (Mitsubishi) Model MU– 

300 airplanes: Within 200 flight hours or 12 

months after the effective date of this AD, 

whichever occurs first, install an improved 

adjustment mechanism on the flightcrew 

seats, and replace the existing aluminum seat 

reinforcement assemblies with steel 

assemblies, in accordance with Raytheon 

Mandatory Service Bulletin SB 25–2536, 

Revision 2, dated March 2002. 

(h) A note in the Accomplishment 

Instructions of Raytheon Mandatory Service 

Bulletin SB 25–2536, Revision 2, dated 

March 2002, instructs operators to contact 

Raytheon if any difficulty is encountered 

while accomplishing the actions specified in 

that service bulletin. However, any deviation 

from the instructions provided in Raytheon 

Mandatory Service Bulletin SB 25–2536, 

Revision 2, dated March 2002, must be 

approved as an alternative method of 

compliance (AMOC) under provisions of 

paragraph (i) of this AD. 

Alternative Methods of Compliance 

(i)(1) The Manager, Wichita Aircraft 

Certification Office (ACO), FAA, 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; has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. 

(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 appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Material Incorporated by Reference 

(j) You must use Beechcraft Service 

Bulletin No. 2536, Revision 1, dated April 

1995; or Raytheon Mandatory Service 

Bulletin SB 25–2536, Revision 2, dated 

March 2002; as applicable; 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 

Raytheon Mandatory Service Bulletin SB 25– 

2536, Revision 2, dated March 2002, under 

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

Director of the Federal Register approved the 

incorporation by reference of Beechcraft 

Service Bulletin No. 2536, Revision 1, dated 

April 1995, as of March 13, 1996 (61 FR 

5275, February 12, 1996). 

(2) For service information identified in 

this AD, contact Hawker Beechcraft 

Corporation, Department 62, P.O. Box 85, 

Wichita, Kansas 67201–0085; telephone 316– 

676–8238; fax 316–676–6706; e-mail 

tmdc@hawkerbeechcraft.com; Internet 

https://www.hawkerbeechcraft.com/ 

service_support/pubs. 

(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 or 425–227–1152. 

(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 March 

16, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–6227 Filed 3–25–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0521; Directorate 

Identifier 2008–NM–040–AD; Amendment 

39–15854; AD 2009–06–17] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model CL–600–2B19 (Regional Jet 

Series 100 & 440) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 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: 

Following in-flight test deployments, 

several Air-Driven generators (ADGs) failed 

to come on-line. Investigation revealed that, 

as a result of a wiring anomaly that had not 

been detected during ADG manufacture, a 

short circuit was possible between certain 

internal wires and their metallic over-braided 

shields, which could result in the ADG not 

providing power when deployed. * * * 

The unsafe condition is that failure of 

the ADG could lead to loss of several 

functions essential for safe flight. We are 

issuing this AD to require actions to 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective April 

30, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 30, 2009. 

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: 

Fabio Buttitta, Aerospace Engineer, 

Airframe & Propulsion Branch, ANE– 

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7303; 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 May 7, 2008 (73 FR 25612). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Following in-flight test deployments, 

several Air-Driven generators (ADGs) failed 

to come on-line. Investigation revealed that, 

as a result of a wiring anomaly that had not 

been detected during ADG manufacture, a 

short circuit was possible between certain 

internal wires and their metallic over-braided 

shields, which could result in the ADG not 

providing power when deployed. This 

Federal Register / Vol. 74, No. 57 / Thursday, March 26, 2009 / Rules and Regulations 13087 

directive mandates checking of the ADG and 

modification of the ADG internal wiring, if 

required. It also prohibits future installation 

of unmodified ADGs. 

The unsafe condition is that failure of 

the ADG could lead to loss of several 

functions essential for safe flight. 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 To Extend Compliance Time 

for Inspecting the Identification Plate 

Comair requests that we change the 

compliance time specified in paragraph 

(f)(1)(ii) of the NPRM to remove the 

‘‘before further flight’’ phrase. Comair 

states that it has already reviewed its 

maintenance records and found that 

affected ADGs are installed on its fleet. 

Since the review was performed before 

the effective date of the AD, it is not 

clear when Comair would be required to 

inspect the ADG identification plate. 

Comair suggests a compliance time of 12 

months after the effective date of the 

AD. 

We agree to change the compliance 

time. The intent of the AD is to inspect 

and modify the ADG wiring within 12 

months after the effective date of the 

AD. We have revised the compliance 

time of paragraph (f)(1)(ii) of this AD 

accordingly. 

Request To Shorten Compliance Time 

and Restrict Dispatch Conditions 

Air Line Pilots Association, 

International (ALPA), requests that the 

compliance time be shortened from 12 

months to 3 months. ALPA states that 

although its review did not reveal any 

incidents of full electrical failures in 

Bombardier airplanes, the ADG is the 

only remaining source of electrical 

power sustaining the batteries and flight 

critical electrical systems if all other 

generators fail or are unavailable. In 

addition, ALPA states there are 

procedures for deferring an enginedriven or APU generator under certain 

circumstances, but the ADG is a nondeferrable item. ALPA recommends 

that, given the potential consequences 

of a full electrical system failure, 

particularly in low visibility weather 

conditions in which these airplanes 

routinely operate, we shorten the 

compliance time to 3 months. ALPA 

also recommends that no flights be 

allowed with a non-operating enginedriven or APU generator unless this AD 

has been complied with. 

We do not agree to shorten the 

compliance time. We have considered 

the risks (probability of dual engine 

shutdown due to a common cause and 

total loss of electrical power, including 

the emergency battery power) and have 

determined that a 12-month compliance 

time is appropriate. The issue of not 

allowing flights to be dispatched 

without an operational engine-driven or 

APU generator would be better 

addressed in the applicable Master 

Minimum Equipment List (MMEL). We 

are considering a revision to the MMEL 

for that issue. No change to the AD was 

made in this regard. 

Request To Revise Applicability 

Air Wisconsin Airlines requests that 

the applicability section of the AD be 

revised to apply to the part and serial 

numbers of the ADG instead of the serial 

numbers of the airplanes. Air Wisconsin 

points out that the ADG is a rotable, 

serialized component which can be 

installed on any applicable airplane. 

We do not agree to revise the 

applicability. The serial number range 

for the airplane addresses airplanes on 

which the ADG was delivered and 

airplanes on which the ADG could be 

installed. Paragraph (f)(1) of this AD 

addresses airplanes that were delivered 

with ADGs installed, while paragraph 

(f)(2) of this AD addresses airplanes that 

ADGs could be installed on. We have 

not revised the AD in this regard. 

Request To Revise Installation Criteria 

for Identification Plate 

Air Wisconsin requests that we revise 

a phrase in paragraph (f)(2) of this AD 

from ‘‘* * * no ADG * * * may be 

installed * * * unless the identification 

plate of the ADG is identified with the 

symbol ‘24–2’ ’’ to ‘‘* * * no ADG 

* * * may be installed * * * unless the 

ADG has been modified in accordance 

with [Bombardier] SB 601R–24–113.’’ 

Air Wisconsin considers that what is 

important is not that the data plate has 

been marked ‘‘24–2’’, but that the 

modification in the service bulletin is 

done. Part 121 operators have approved 

methods for showing compliance with 

ADs. 

We do not agree to revise the phrase 

in paragraph (f)(2) of this AD. Not all 

affected ADGs are installed on airplanes 

operated by Part 121 operators. 

Bombardier Service Bulletin 601R–24– 

113, Revision A, dated August 11, 2005, 

refers to Hamilton Sundstrand Service 

Bulletin ERPS10AG–24–2, dated 

February 19, 2004, as a source of 

information for accomplishing the 

Bombardier service bulletin. The 

Hamilton Sundstrand service bulletin 

specifies that ADGs modified in 

accordance with that service bulletin 

should have ‘‘24–2’’ marked on the 

identification plates. We have not 

changed the AD in this regard. 

Clarification 

We have revised paragraphs (f)(1)(i) 

and (f)(1)(ii)(A) of this AD from ‘‘* * * 

by this AD.’’ to ‘‘* * * by this 

paragraph.’’ to clarify that if the criteria 

in those paragraphs are met, no further 

actions are required by those 

paragraphs. The requirements of 

paragraph (f)(2) of this AD would still be 

in effect. 

We have removed reference to 

Hamilton Sundstrand Service Bulletin 

ERPS10AG–24–2, dated February 19, 

2004, from paragraph (f)(2) of this AD. 

Instead, we have added Note 1 of this 

AD to include this information. 

Conclusion 

We 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 determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

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 

686 products of U.S. registry. We also 

estimate that it will take about 5 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Required parts will cost about $0 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these parts. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, we estimate the cost of this AD 

to the U.S. operators to be $274,400 or 

$400 per product. 

13088 Federal Register / Vol. 74, No. 57 / Thursday, March 26, 2009 / Rules and Regulations 

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, 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 adding 

the following new AD: 

2009–06–17 Bombardier, Inc. (Formerly 

Canadair): Amendment 39–15854. 

Docket No. FAA–2008–0521; Directorate 

Identifier 2008–NM–040–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective April 30, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Bombardier Model 

CL–600–2B19 (Regional Jet Series 100 & 440) 

airplanes; certificated in any category; having 

serial numbers (SNs) 7305 through 7990, and 

8000 and subsequent. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 24: Electrical Power. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Following in-flight test deployments, 

several Air-Driven generators (ADGs) failed 

to come on-line. Investigation revealed that, 

as a result of a wiring anomaly that had not 

been detected during ADG manufacture, a 

short circuit was possible between certain 

internal wires and their metallic over-braided 

shields, which could result in the ADG not 

providing power when deployed. This 

directive mandates checking of the ADG and 

modification of the ADG internal wiring, if 

required. It also prohibits future installation 

of unmodified ADGs. 

The unsafe condition is that failure of the 

ADG could lead to loss of several functions 

essential for safe flight. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) For airplanes having serial number (SN) 

7305 through 7990 and 8000 through 8083: 

Within 12 months after the effective date of 

this AD, inspect the SN of the installed ADG. 

A review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

serial number of the ADG can be 

conclusively determined from that review. 

(i) If the serial number is not listed in 

paragraph 1.A of Bombardier Service Bulletin 

601R–24–113, Revision A, dated August 11, 

2005, no further action is required by this 

paragraph. 

(ii) If the serial number is listed in 

paragraph 1.A of Bombardier Service Bulletin 

601R–24–113, Revision A, dated August 11, 

2005, within 12 months after the effective 

date of this AD, inspect the ADG 

identification plate and, as applicable, do the 

actions of paragraph (f)(1)(ii)(A) or (f)(1)(ii)(B) 

of this AD. 

(A) If the identification plate is marked 

with the symbol ‘‘24–2,’’ no further action is 

required by this paragraph. 

(B) If the identification plate is not marked 

with the symbol ‘‘24–2,’’ modify the ADG 

wiring in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–24–113, Revision A, 

dated August 11, 2005. 

(2) For airplanes having SN 7305 through 

7990, and 8000 and subsequent: As of the 

effective date of this AD, no ADG as 

described in Table 1 of this AD may be 

installed on any airplane, unless the 

identification plate of the ADG is identified 

with the symbol ‘‘24–2.’’ 

Note 1: Bombardier Service Bulletin 601R– 

24–113, Revision A, dated August 11, 2005, 

refers to Hamilton Sundstrand Service 

Bulletin ERPS10AG–24–2, dated February 

19, 2004, for further information on 

identifying the symbol ‘‘24–2.’’ 

TABLE 1—ADG IDENTIFICATION

ADG part number— Having ADG serial number— 

604–90800–1 (761339C), 604–90800–17 

(761339D), or 604–90800–19 (761339E).

0101 through 0132, 0134 through 0167, 0169 through 0358, 0360 through 0438, 0440 through 

0456, 0458 through 0467, 0469, 0471 through 0590, 0592 through 0597, 0599 through 

0745, 0747 through 1005, or 1400 through 1439. 

(3) Actions done before the effective date 

of this AD according to Bombardier Service 

Bulletin 601R–24–113, dated April 22, 2004, 

are considered acceptable for compliance 

with the corresponding actions specified in 

this AD, provided the ADG has not been 

replaced since those actions were done. 

Federal Register / Vol. 74, No. 57 / Thursday, March 26, 2009 / Rules and Regulations 13089 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office, 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: Fabio Buttitta, 

Aerospace Engineer, Airframe & Propulsion 

Branch, ANE–171, FAA, New York Aircraft 

Certification Office, 1600 Stewart Avenue, 

Suite 410, Westbury, New York 11590; 

telephone (516) 228–7303; fax (516) 794– 

5531. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Canadian Airworthiness 

Directive CF–2008–09, dated February 5, 

2008; and Bombardier Service Bulletin 601R– 

24–113, Revision A, dated August 11, 2005; 

for related information. 

Material Incorporated by Reference 

(i) You must use Bombardier Service 

Bulletin 601R–24–113, Revision A, dated 

August 11, 2005, 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 Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Qubec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(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 or 425–227–1152. 

(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 March 6, 

2009. 

Linda Navarro, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–6221 Filed 3–25–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0888; Directorate 

Identifier 2008–NM–084–AD; Amendment 

39–15840; AD 2009–06–04] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier 

Model CL–600–2B19 (Regional Jet 

Series 100 & 440) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 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: 

Bombardier Aerospace has completed a 

system safety review of the CL–600–2B19 

aircraft fuel system against new fuel tank 

safety standards * * *. 

This assessment showed that there is 

insufficient electrical bonding for lightning 

protection at certain locations inside the fuel 

tanks. In addition, the assessment also 

revealed that existing bonding jumpers across 

self-bonded couplings are not required. 

Insufficient electrical bonding, if not 

corrected, could result in arcing and 

potential ignition source inside the fuel tank 

during lightning strikes and consequent fuel 

tank explosion. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective April 

30, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 30, 2009. 

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: 

Mazdak Hobbi, 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) 228–7330; 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 August 19, 2008 (73 FR 

48312). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Bombardier Aerospace has completed a 

system safety review of the CL–600–2B19 

aircraft fuel system against new fuel tank 

safety standards, introduced in Chapter 525 

of the Airworthiness Manual through Notice 

of Proposed Amendment (NPA) 2002–043. 

The identified non-compliances were 

assessed using Transport Canada Policy 

Letter No. 525–001 to determine if mandatory 

corrective action is required. 

This assessment showed that there is 

insufficient electrical bonding for lightning 

protection at certain locations inside the fuel 

tanks. In addition, the assessment also 

revealed that existing bonding jumpers across 

self-bonded couplings are not required. 

Insufficient electrical bonding, if not 

corrected, could result in arcing and 

potential ignition source inside the fuel tank 

during lightning strikes and consequent fuel 

tank explosion. 

To correct the unsafe condition, this 

directive mandates the modification of 

certain bonding jumpers inside the fuel 

tanks. 

Corrective actions include, for certain 

airplanes, a general visual inspection to 

determine if the modification has been 

done on both sides of the airplane. You 

may obtain further information by 

examining the MCAI in the AD docket. 

Revision to Service Bulletin 

Information 

Since the NPRM was issued, we have 

received Revision F of Bombardier 

Service Bulletin 601R–28–055, dated 

May 27, 2008. We referred to 

Bombardier Service Bulletin 601R–28– 

055, Revision E, dated March 17, 2008, 

as the appropriate source of service 

information for accomplishing the 

actions proposed in the NPRM. Revision 

F of Bombardier Service Bulletin 601R–