Federal Register / Vol. 75, No. 129 / Wednesday, July 7, 2010 / Proposed Rules 38953 

Issued in Renton, Washington, on June 29, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–16552 Filed 7–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (OPERATIONS) LIMITED 

Model BAe 146 and Avro 146–RJ 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would 

supersede an existing AD. This 

proposed AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as: In June 2000, 

prompted by a crack found at the top of 

the NLG [nose landing gear] oleo, BAE 

Systems (Operations) Ltd issued 

Inspection Service Bulletin (SB) 32–158. 

This SB was classified mandatory by the 

UK [United Kingdom] Civil Aviation 

Authority under AD number 002–06– 

2000, requiring repetitive nondestructive testing (NDT) inspections for 

cracking on the upper end of the NLG 

oleo. The AD also provided an optional 

terminating action for the repetitive 

inspections, by embodiment of MessierDowty SB.146–32–150. As part of a 

recent accident investigation, the 

examination of a fractured NLG main 

fitting showed that Messier-Dowty [M– 

D] SB.146–32–150 had not been 

accomplished, although the records 

indicated that it had been. BAE Systems 

has determined that more NLG units 

could be similarly affected. These NLG 

units have been overhauled at Messier 

Services in Sterling, Virginia, in the 

United States. This condition, if not 

corrected, could result in NLG failure. 

Subsequently, investigation and 

analysis by M–D has identified the need 

for a reduction of the inspection 

threshold and the repetitive inspection 

interval for the affected NLG units and 

has replaced M–D SB 146–32–149 with 

M–D SB 146–32–174. The unsafe 

condition is cracking of the NLG, which 

could adversely affect the airplane’s safe 

landing. The proposed AD would 

require actions that are intended to 

address the unsafe condition described 

in the MCAI. 

DATES: We must receive comments on 

this proposed AD by August 23, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For BAE SYSTEMS (Operations) 

Limited service information identified 

in this proposed AD, contact BAE 

Systems (Operations) Ltd, Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

telephone +44 1292 675704; e-mail 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/ 

Businesses/RegionalAircraft/index.htm. 

For Messier-Dowty, 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.messierdowty.com. You may review copies of 

the referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

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

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–0673; Directorate Identifier 

2009–NM–208–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We have lengthened the 30-day 

comment period for proposed ADs that 

address MCAI originated by aviation 

authorities of other countries to provide 

adequate time for interested parties to 

submit comments. The comment period 

for these proposed ADs is now typically 

45 days, which is consistent with the 

comment period for domestic transport 

ADs. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On February 6, 2002, we issued AD 

2002–03–10, Amendment 39–12651 (67 

FR 6855, February 14, 2002). That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2002–03–10, 

investigation and analysis by MessierDowty has identified the need for a 

reduction of the inspection threshold 

and the repetitive inspection interval for 

the affected nose landing gear (NLG) 

units, and has replaced Messier-Dowty 

Service Bulletin 146–32–149, dated 

April 17, 2000, with Messier-Dowty 

Service Bulletin 146–32–174, Revision 

1, dated September 2, 2009. The 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0001–E, 

dated January 4, 2010 (referred to after 

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

condition for the specified products. 

The MCAI states: 


cprice-sewell on DSK8KYBLC1PROD with PROPOSALS-1
38954 Federal Register / Vol. 75, No. 129 / Wednesday, July 7, 2010 / Proposed Rules 

In June 2000, prompted by a crack found 

at the top of the NLG oleo, BAE Systems 

(Operations) Ltd issued Inspection Service 

Bulletin (SB) 32–158. 

This SB was classified mandatory by the 

UK [United Kingdom] Civil Aviation 

Authority under AD number 002–06–2000, 

requiring repetitive non-destructive testing 

(NDT) inspections for cracking on the upper 

end of the NLG oleo. The AD also provided 

an optional terminating action for the 

repetitive inspections, by embodiment of 

Messier-Dowty SB.146–32–150. 

As part of a recent accident investigation, 

the examination of a fractured NLG main 

fitting showed that Messier-Dowty SB.146– 

32–150 had not been accomplished, although 

the records indicated that it had been. BAE 

Systems has determined that more NLG units 

could be similarly affected. These NLG units 

have been overhauled at Messier Services in 

Sterling, Virginia, in the United States. This 

condition, if not corrected, could result in 

NLG failure. 

To address this situation, EASA issued 

Emergency AD 2009–0043–E to require 

repetitive NDT inspections of each affected 

NLG unit and, if cracks are found, 

replacement with a serviceable unit, in 

accordance with the instructions of BAE 

Systems (Operations) Limited Alert 

Inspection Service Bulletin ISB.A32–180 and 

Messier-Dowty (M–D) SB 146–32–149. 

Subsequently, investigation and analysis 

by M–D identified the need for a reduction 

of the inspection threshold and the repetitive 

inspection interval for the affected NLG units 

and replaced M–D SB 146–32–149 with M– 

D SB 146–32–174. Consequently, BAE 

Systems SB 32–158 was withdrawn and 

superseded by BAE Systems Alert ISB.A32– 

180 Revision 1, which was mandated by 

EASA Emergency AD 2009–0197–E. 

As further information became available 

BAE Systems saw a need to clarify the 

compliance instructions in the ISB and have 

now issued Revision 2 of Alert Service 

Bulletin ISB.A32–180. The layout of Revision 

2 is no longer compatible with the 

instructions in EASA Emergency AD 2009– 

0197–E. 

For the reasons described above, this 

Emergency AD retains the requirements of 

EASA Emergency AD 2009–0197–E, which is 

superseded, requires repetitive NDT 

inspections of each affected NLG unit and, if 

cracks are found, replacement with a 

serviceable unit and reduces the threshold 

and interval of the repetitive NDT 

inspections. 

The unsafe condition is cracking of the 

NLG, which could adversely affect the 

airplane’s safe landing. Corrective 

actions include replacing the cracked 

NLG with a serviceable unit. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Relevant Service Information 

Messier-Dowty has issued Service 

Bulletin 146–32–174, Revision 1, 

including Appendix A, dated September 

2, 2009; and Service Bulletin 146–32– 

150, dated May 22, 2000. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 1 product of U.S. registry. 

We estimate that it would take about 

1 work-hour per product to comply with 

the new basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$85. 

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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by 

removing Amendment 39–12651 (67 FR 

6855, February 14, 2002) and adding the 

following new AD: 

BAE Systems (Operations) Limited: Docket 

No. FAA–2010–0673; Directorate 

Identifier 2009–NM–208–AD. 

Comments Due Date 

(a) We must receive comments by August 

23, 2010. 


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Federal Register / Vol. 75, No. 129 / Wednesday, July 7, 2010 / Proposed Rules 38955 

Affected ADs 

(b) The AD supersedes AD 2002–03–10, 

Amendment 39–12651. 

Applicability 

(c) This AD applies to BAE Systems 

(Operations) Limited Model BAe 146–100A, 

–200A, and –300A airplanes, and Avro 146– 

RJ70A, 146–RJ85A, and 146–RJ100A 

airplanes; certificated in any category; having 

a nose landing gear (NLG) having part 

number (P/N) 200876001, P/N 200876002, 

P/N 200876003, P/N 200876004, or P/N 

201138002; and as specified in paragraph 

(c)(1) or (c)(2) of this AD; except those 

airplanes having NLG P/N 201138002 and 

serial number (S/N) M–DG–0169 or higher. 

(1) Airplanes on which Messier-Dowty 

Service Bulletin 146–32–150, dated May 22, 

2000, has not been accomplished, or 

(2) Airplanes on which Messier-Dowty 

Service Bulletin 146–32–150, dated May 22, 

2000, has been accomplished by Messier 

Services, Sterling, Virginia, United States of 

America. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

In June 2000, prompted by a crack found 

at the top of the NLG oleo, BAE Systems 

(Operations) Ltd issued Inspection Service 

Bulletin (SB) 32–158. This SB was classified 

mandatory by the UK [United Kingdom] Civil 

Aviation Authority under AD number 002– 

06–2000, requiring repetitive non-destructive 

testing (NDT) inspections for cracking on the 

upper end of the NLG oleo. The AD also 

provided an optional terminating action for 

the repetitive inspections, by embodiment of 

Messier-Dowty SB.146–32–150. 

As part of a recent accident investigation, 

the examination of a fractured NLG main 

fitting showed that Messier-Dowty [M–D] 

SB.146–32–150 had not been accomplished, 

although the records indicated that it had 

been. BAE Systems has determined that more 

NLG units could be similarly affected. These 

NLG units have been overhauled at Messier 

Services in Sterling, Virginia, in the United 

States. This condition, if not corrected, could 

result in NLG failure. 

* * * * * 

Subsequently, investigation and analysis 

by M–D has identified the need for a 

reduction of the inspection threshold and the 

repetitive inspection interval for the affected 

NLG units and has replaced M–D SB 146–32– 

149 with M–D SB 146–32–174. * * * 

* * * * * 

The unsafe condition is cracking of the NLG, 

which could adversely affect the airplane’s 

safe landing. 

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. 

Inspection and Replacement 

(g) Within 30 days after the effective date 

of this AD, inspect to determine whether an 

affected NLG unit, as identified in paragraph 

1.A.(1) of BAE Systems (Operations) Limited 

Alert Inspection Service Bulletin ISB.A32– 

180, Revision 2, dated October 14, 2009, is 

installed on the airplane. A review of 

airplane maintenance records is acceptable in 

lieu of this inspection if the part number of 

the NLG can be conclusively determined 

from that review. If an affected NLG unit is 

installed, at the time indicated in Table 1 of 

this AD, as applicable, do a special detailed 

inspection for cracking on each affected NLG 

unit, in accordance with the 

Accomplishment Instructions of MessierDowty Service Bulletin 146–32–174, 

Revision 1, dated September 2, 2009. Repeat 

the inspection thereafter at intervals not to 

exceed 300 flight cycles. 

TABLE 1—COMPLIANCE TIME FOR THE SPECIAL DETAILED INSPECTION

NLG Serial No. applicability Initial inspection compliance time 

Serial numbers included in paragraph 1.D., Part 1, of BAE Systems 

(Operations) Limited Alert Inspection Service Bulletin ISB.A32–180, 

Revision 2, dated October 14, 2009.

Before further flight. 

Serial numbers included in paragraph 1.D., Part 2, of BAE Systems 

(Operations) Limited Alert Inspection Service Bulletin ISB.A32–180, 

Revision 2, dated October 14, 2009.

In accordance with Table 2 of this AD. 

Serial numbers included in paragraph 1.D., Part 3, of BAE Systems 

(Operations) Limited Alert Inspection Service Bulletin ISB.A32–180, 

Revision 2, dated October 14, 2009.

In accordance with Table 3 of this AD. 

TABLE 2—COMPLIANCE TIME FOR THE SPECIAL DETAILED INSPECTION, EXCLUDING AIRPLANES HAVING NLG S/N M–DG– 

0158 THROUGH M–DG–0168 

As of the effective date of this AD for NLG— Compliance time— 

Having less than 4,700 flight cycles on the NLG ..................................... Within 5,000 flight cycles on the NLG since new. 

Having greater than or equal to 4,700 flight cycles on the NLG and less 

than 7,700 flight cycles on the NLG.

Within 300 flight cycles or 60 days after the effective date of this AD, 

whichever occurs later. 

Having greater than or equal to 7,700 flight cycles on the NLG and less 

than or equal to 8,000 flight cycles on the NLG.

Within 8,000 flight cycles on the NLG since new or within 30 days after 

the effective date of this AD, whichever occurs later. 

Having greater than 8,000 flight cycles on the NLG, and having less 

than 2,200 flight cycles since last inspection done in accordance with 

Messier-Dowty Service Bulletin 146–32–149.

Within 300 flight cycles or 60 days after the effective date of this AD, 

whichever occurs later. 

Having greater than 8,000 flight cycles on the NLG, and having greater 

than or equal to 2,200 flight cycles since last inspection done in accordance with Messier-Dowty Service Bulletin 146–32–149.

Within 2,500 flight cycles since last inspection as done in accordance 

with Messier-Dowty Service Bulletin 146–32–49, or within 30 days 

after the effective date of this AD, whichever occurs later. 

TABLE 3—COMPLIANCE TIME FOR THE SPECIAL DETAILED INSPECTION FOR AIRPLANES HAVING NLG S/N M–DG–0158 

THROUGH M–DG–0168 

As of the effective date of this AD for NLG— Compliance time— 

Having less than 12,200 flight cycles on the NLG ................................... Within 12,500 flight cycles on the NLG since new. 

Having greater than or equal to 12,200 flight cycles on the NLG and 

less than 20,200 flight cycles on the NLG.

Within 300 flight cycles or 60 days after the effective date of this AD, 

whichever occurs later. 


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38956 Federal Register / Vol. 75, No. 129 / Wednesday, July 7, 2010 / Proposed Rules 

TABLE 3—COMPLIANCE TIME FOR THE SPECIAL DETAILED INSPECTION FOR AIRPLANES HAVING NLG S/N M–DG–0158 

THROUGH M–DG–0168—Continued 

As of the effective date of this AD for NLG— Compliance time— 

Having greater than or equal to 20,200 flight cycles on the NLG and 

less than or equal to 20,500 flight cycles on the NLG.

Within 20,500 flight cycles on the NLG since new or within 30 days 

after the effective date of this AD, whichever occurs later. 

Having greater than 20,500 flight cycles on the NLG and having less 

than 2,200 flight cycles since last inspection done in accordance with 

Messier-Dowty Service Bulletin 146–32–149.

Within 300 flight cycles or 60 days after the effective date of this AD, 

whichever occurs later. 

Having greater than 20,501 flight cycles on the NLG and greater than 

or equal to 2,200 flight cycles since last inspection done in accordance with Messier-Dowty Service Bulletin 146–32–149.

Within 2,500 flight cycles since last inspection done in accordance with 

Messier-Dowty Service Bulletin 146–32–149, or within 30 days after 

the effective date of this AD, whichever occurs later. 

(h) If cracking is found on any NLG unit 

during any inspection required by paragraph 

(g) of this AD, before further flight, replace 

the cracked NLG with a serviceable unit, in 

accordance with Messier-Dowty Service 

Bulletin 146–32–174, Revision 1, dated 

September 2, 2009. Replacing any affected 

NLG unit is terminating action for the 

repetitive inspections required by paragraph 

(g) of this AD, if the replacement NLG unit 

has been modified in accordance with 

Messier-Dowty Service Bulletin 146–32–150, 

dated May 22, 2000, or if the replacement 

NLG unit has P/N 201138002 with S/N M– 

DG–0169 or higher. 

(i) Modifying an affected NLG unit in 

accordance with Messier-Dowty Service 

Bulletin 146–32–150, dated May 22, 2000, is 

terminating action for the repetitive 

inspections required by paragraph (g) of this 

AD for that NLG unit. 

(j) Inspecting and replacing the NLG unit 

is acceptable for compliance with the 

requirements of paragraph (g) of this AD, if 

done before the effective date of this AD in 

accordance with Messier-Dowty Service 

Bulletin 146–32–174, dated August 26, 2009. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: While 

the European Aviation Safety Agency AD 

2010–0001–E, dated January 4, 2010, states 

that the compliance time to determine 

affected NLGs is before further flight, this AD 

requires the determination of the affected 

NLG within 30 days after the effective date 

of this AD. 

Other FAA AD Provisions 

(k) 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. 

Send information to ATTN: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

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

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(l) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2010–0001– 

E, dated January 4, 2010; Messier-Dowty 

Service Bulletin 146–32–174, Revision 1, 

dated September 2, 2009; BAE SYSTEMS 

(Operations) Limited Alert Inspection Service 

Bulletin ISB.A32–180, Revision 2, dated 

October 14, 2009; and Messier-Dowty Service 

Bulletin 146–32–150, dated May 22, 2000; for 

related information. 

Issued in Renton, Washington, on June 29, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–16519 Filed 7–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0670; Directorate 

Identifier 2009–SW–42–AD] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France (ECF) Model SA330F, G, and J; 

and AS332C, L, L1, and L2 Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

specified ECF model helicopters. This 

proposed AD results from a mandatory 

continuing airworthiness information 

(MCAI) AD issued by the European 

Aviation Safety Agency (EASA), which 

is the Technical Agent for the Member 

States of the European Community. The 

MCAI AD states that EASA received a 

report of a rear hinged door on a Model 

AS332L1 helicopter opening in flight 

without loss of the door. Examinations 

revealed incorrect positioning of a door 

catch that resulted in incorrect locking 

and uncontrolled opening of the door. 

This condition, if not detected and 

corrected, can lead to the loss of the 

hinged door in flight, damage to the 

main or tail rotor blades, and 

subsequent loss of control of the 

helicopter. 

DATES: We must receive comments on 

this proposed AD by August 6, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

You may get the service information 

identified in this proposed AD from 

American Eurocopter Corporation, 2701 

Forum Drive, Grand Prairie, TX 75053– 

4005, telephone (800) 232–0323, fax 

(972) 641–3710, or at http:// 

www.eurocopter.com. 

Examining the Docket: You may 

examine the AD docket on the Internet 


cprice-sewell on DSK8KYBLC1PROD with PROPOSALS-1