Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 27403 

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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

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: 

2010–10–20 McDonnell Douglas 

Corporation: Amendment 39–16299. 

Docket No. FAA–2009–0685; Directorate 

Identifier 2009–NM–113–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective June 21, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to McDonnell Douglas 

Corporation Model DC–9–31, DC–9–32, DC– 

9–32 (VC–9C), DC–9–32F, DC–9–33F, DC–9– 

34, DC–9–34F, and DC–9–32F (C–9A, C–9B), 

DC–9–41, and DC–9–51 airplanes, 

certificated in any category; as identified in 

Boeing Service Bulletin DC9–28–227, dated 

April 23, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 28: Fuel. 

Unsafe Condition 

(e) This AD results from fuel system 

reviews conducted by the manufacturer. The 

Federal Aviation Administration is issuing 

this AD to detect and correct the potential for 

an arc/spark condition to occur within the 

fuel boost or transfer pump conduit assembly 

connectors and propagate into the forward 

and aft auxiliary fuel tanks, which could 

result in a fire or explosion. 

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 

(g) Within 60 months after the effective 

date of this AD, inspect to determine the part 

numbers of the forward and aft auxiliary fuel 

tank boost and transfer pumps conduit 

assembly and conduit assembly electrical 

connector, as applicable, and do applicable 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin DC9–28–227, dated April 23, 

2009. Do the applicable corrective actions 

before further flight. If the auxiliary fuel 

tank(s) has been removed, thereby removing 

the fuel boost or transfer fuel pump conduit 

assembly connectors, the corrective action 

specified in the Accomplishment 

Instructions of Boeing Service Bulletin DC9– 

28–227, dated April 23, 2009, is not required. 

If the removed auxiliary fuel tank(s) are reinstalled, the requirements of paragraph (g) of 

this AD must be done before further flight. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), 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: 

William Bond, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, Los 

Angeles ACO, 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; telephone 

(562) 627–5253; fax (562) 627–5210. 

(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 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. 

Material Incorporated by Reference 

(i) You must use Boeing Service Bulletin 

DC9–28–227, dated April 23, 2009, 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 Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet https:// 

www.myboeingfleet.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. 

(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 May 3, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11185 Filed 5–14–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0714; Directorate 

Identifier 2009–NM–041–AD; Amendment 

39–16290; AD 2010–10–11] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER) Model EMB–135 and –145, 

–145ER, –145MR, –145LR, –145XR, 

–145MP, and –145EP 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: 

It was reported that after commanding the 

landing gear lever to down the three green 

landing gear positioning indication was 

displayed followed by the LG/LEVER 

DISAGREE EICAS [engine indicating and 

crew alerting system] message. The crew 

decided to continue the approach and 

landing procedure. As soon as the crew 

identified that the landing gear was not 

extended properly, a go-around procedure 

was successfully performed. During 

maneuver, the airplane settled momentarily 

onto the flaps and belly. 

* * * * * 


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27404 Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 

The unsafe condition is the landing gear 

remaining in the up and locked position 

during approach and landing. This 

condition could be accompanied by an 

invalid EICAS landing gear position 

indication, which could result in 

landing with gear in the up position and 

eliminate controllability of the airplane 

on the ground. This may consequently 

result in structural damage to the 

airplane. We are issuing this AD to 

require actions to correct the unsafe 

condition on these products. 

DATES: This AD becomes effective June 

21, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 21, 2010. 

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: 

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: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (NPRM) to amend 

14 CFR part 39 to include an AD that 

would apply to the specified products. 

That supplemental NPRM was 

published in the Federal Register on 

February 23, 2010 (75 FR 7998). That 

supplemental NPRM proposed to 

correct an unsafe condition for the 

specified products. The MCAI states: 

It was reported that after commanding the 

landing gear lever to down the three green 

landing gear positioning indication was 

displayed followed by the LG/LEVER 

DISAGREE EICAS [engine indicating and 

crew alerting system] message. The crew 

decided to continue the approach and 

landing procedure. As soon as the crew 

identified that the landing gear was not 

extended properly, a go-around procedure 

was successfully performed. During 

maneuver, the airplane settled momentarily 

onto the flaps and belly. 

* * * * * 

The unsafe condition is the landing gear 

remaining in the up and locked position 

during approach and landing. This 

condition could be accompanied by an 

invalid EICAS landing gear position 

indication, which could result in 

landing with gear in the up position and 

eliminate controllability of the airplane 

on ground. This may consequently 

result in structural damage to the 

airplane. Required actions include 

replacing the landing gear electronic 

unit with a new one having a new part 

number. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the 

supplemental NPRM or on the 

determination of the cost to the public. 

Clarification of Credit Paragraph 

We have revised paragraph (g)(5) of 

this AD to clarify that doing 

replacements in accordance with one of 

the service bulletins identified in Table 

1 of this AD, if done before the effective 

date of this AD, is acceptable for 

compliance with the corresponding 

replacement required by paragraph 

(g)(1) or (g)(3) of this AD. 

Conclusion 

We reviewed the available data, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change 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 

711 products of U.S. registry. We also 

estimate that it will take about 2 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 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 $120,870, or 

$170 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify 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 


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Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 27405 

(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: 

2010–10–11 Empresa Brasileira de 

Aeronautica S.A. (EMBRAER): 

Amendment 39–16290. Docket No. 

FAA–2009–0714; Directorate Identifier 

2009–NM–041–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective June 21, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Empresa Brasileira 

de Aeronautica S.A. (EMBRAER) Model 

EMB–135BJ, –135ER, –135KE, –135KL, 

–135LR, –145, –145ER, –145MR, –145LR, 

–145XR, –145MP, and –145EP airplanes; 

certificated in any category; equipped with 

landing gear electronic unit (LGEU) having 

part number (P/N) 355–022–002. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

It was reported that after commanding the 

landing gear lever to down the three green 

landing gear positioning indication was 

displayed followed by the LG/LEVER 

DISAGREE EICAS [engine indicating and 

crew alerting system] message. The crew 

decided to continue the approach and 

landing procedure. As soon as the crew 

identified that the landing gear was not 

extended properly, a go-around procedure 

was successfully performed. During 

maneuver, the airplane settled momentarily 

onto the flaps and belly. 

* * * * * 

The unsafe condition is the landing gear 

remaining in the up and locked position 

during approach and landing. This condition 

could be accompanied by an invalid EICAS 

landing gear position indication, which 

could result in landing with gear in the up 

position and eliminate controllability of the 

airplane on the ground. This may 

consequently result in structural damage to 

the airplane. Required actions include 

replacing the LGEU with a new one having 

a new part number. 

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. 

Actions 

(g) Unless already done, do the following 

actions: 

(1) Within 12 months after the effective 

date of this AD, replace any LGEU having P/ 

N 355–022–002 having a serial number (S/N) 

1000 through 1999 inclusive with a new 

LGEU having P/N 355–022–003, in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

145–32–0120, Revision 02, dated February 

17, 2009; or 145LEG–32–0032, Revision 02, 

dated February 17, 2009; as applicable. 

(2) As of 12 months after the effective date 

of this AD, no person may install on any 

airplane an LGEU having a P/N 355–022–002 

having a S/N 1000 through 1999 inclusive. 

(3) Within 30 months after the effective 

date of this AD, replace any LGEU having P/ 

N 355–022–002 having a serial number not 

identified in paragraph (g)(1) of this AD, with 

a new LGEU having P/N 355–022–003, in 

accordance with the Accomplishment 

Instructions of EMBRAER Service Bulletin 

145–32–0120, Revision 02, dated February 

17, 2009; or 145LEG–32–0032, Revision 02, 

dated February 17, 2009; as applicable. 

(4) As of 30 months after the effective date 

of this AD, no person may install on any 

airplane an LGEU having a P/N 355–022–002 

and a serial number not identified in 

paragraph (g)(1) of this AD. 

(5) Replacing the LGEU is also acceptable 

for compliance with the corresponding 

requirement of paragraph (g)(1) or (g)(3) of 

this AD if done before the effective date of 

this AD in accordance with one of the service 

bulletins identified in Table 1 of this AD. 

TABLE 1—CREDIT SERVICE BULLETINS

EMBRAER Service Bulletin— Revision— Dated— 

145LEG–32–0032 ................................................................................................ Original .................................................. October 8, 2008. 

145LEG–32–0032 ................................................................................................ 01 .......................................................... November 4, 2008. 

145–32–0120 ........................................................................................................ Original .................................................. September 15, 2008. 

145–32–0120 ........................................................................................................ 01 .......................................................... November 4, 2008. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although EMBRAER Service Bulletins 

145LEG–32–0032, Revision 02, dated 

February 17, 2009; and 145–32–0120, 

Revision 02, dated February 17, 2009; specify 

that no person may install on any airplane an 

LGEU having P/N 355–022–002 as of 30 

months after the effective date of this AD, we 

have determined that no LGEU having P/N 

355–022–002 with a S/N 1000 through 1999 

inclusive may be installed as of 12 months 

after the effective date of this AD. Allowing 

installation of those serial numbers beyond 

12 months would not address the identified 

unsafe condition and ensure an adequate 

level of safety. This difference has been 

coordinated with the Ageˆncia Nacional de 

Aviac ̧a ̃o Civil (ANAC). 

Other FAA AD Provisions 

(h) 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. 


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27406 Federal Register / Vol. 75, No. 94 / Monday, May 17, 2010 / Rules and Regulations 

Related Information 

(i) Refer to MCAI Brazilian Airworthiness 

Directive 2009–01–01, effective January 8, 

2009, as corrected by Brazilian Airworthiness 

Directive Errata, effective January 20, 2009; 

EMBRAER Service Bulletin 145–32–0120, 

Revision 02, dated February 17, 2009; and 

EMBRAER Service Bulletin 145LEG–32– 

0032, Revision 02, dated February 17, 2009; 

for related information. 

Material Incorporated by Reference 

(j) You must use EMBRAER Service 

Bulletin 145–32–0120, Revision 02, dated 

February 17, 2009; and EMBRAER Service 

Bulletin 145LEG–32–0032, Revision 02, 

dated February 17, 2009; 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Empresa Brasileira de 

Aeronautica S.A. (EMBRAER), Technical 

Publications Section (PC 060), Av. Brigadeiro 

Faria Lima, 2170—Putim—12227–901 Sa ̃o 

Jose dos Campos—SP—BRASIL; telephone: 

+55 12 3927–5852 or +55 12 3309–0732; fax: 

+55 12 3927–7546; e-mail: 

distrib@embraer.com.br; Internet: http:// 

www.flyembraer.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. 

(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 April 29, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–10872 Filed 5–14–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0475; Directorate 

Identifier 2010–NM–083–AD; Amendment 

39–16297; AD 2010–10–18] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model BD–100–1A10 (Challenger 

300) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

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: 

Investigation of a recent high altitude loss 

of cabin pressurization on a BD–100–1A10 

aircraft determined that it was caused by a 

partial blockage of a safety valve cabin 

pressure-sensing port, in conjunction with a 

dormant failure/leakage of the safety valve 

manometric capsule. The blockage, caused by 

accumulation of lint/dust on the grid of the 

port plug, did not allow sufficient airflow 

through the cabin pressure-sensing port to 

compensate for the rate of leakage from the 

manometric capsule, resulting in the opening 

of the safety valve. It was also determined 

that failure of the manometric capsule alone 

would not result in the opening of the safety 

valve. 

* * * * * 

The unsafe condition is possible loss of 

cabin pressure caused by the opening of 

the safety valve. This AD requires 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: This AD becomes effective June 

1, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 1, 2010. 

We must receive comments on this 

AD by July 1, 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. 

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 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: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office (ACO), 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7318; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

Transport Canada Civil Aviation, 

which is the aviation authority for 

Canada, has issued Canadian 

Airworthiness Directive CF–2010–06, 

dated February 24, 2010 (referred to 

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

unsafe condition for the specified 

products. The MCAI states: 

Investigation of a recent high altitude loss 

of cabin pressurization on a BD–100–1A10 

aircraft determined that it was caused by a 

partial blockage of a safety valve cabin 

pressure-sensing port, in conjunction with a 

dormant failure/leakage of the safety valve 

manometric capsule. The blockage, caused by 

accumulation of lint/dust on the grid of the 

port plug, did not allow sufficient airflow 

through the cabin pressure-sensing port to 

compensate for the rate of leakage from the 

manometric capsule, resulting in the opening 

of the safety valve. It was also determined 

that failure of the manometric capsule alone 

would not result in the opening of the safety 

valve. 

This directive mandates a revision of the 

maintenance schedule, the [repetitive] 

cleaning of the safety valves, the removal of 

material from the area surrounding the safety 

valves and the modification of the safety 

valves with a gridless cabin pressure-sensing 

port plug. 

The unsafe condition is possible loss of 

cabin pressure caused by the opening of 

the safety valve. The required actions 

also include a detailed visual inspection 


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