Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 55315 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22481; Directorate 

Identifier 2004–NM–176–AD] 

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: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to certain 

Bombardier Model CL–600–2B19 

(Regional Jet Series 100 & 440) 

airplanes. The existing AD currently 

requires revising the Airplane Flight 

Manual (AFM) to provide the flightcrew 

with revised procedures for checking 

the flap system. The existing AD also 

requires revising the maintenance 

program to provide procedures for 

checking the flap system, and 

performing follow-on actions, if 

necessary. This proposed AD would 

require installing new flap actuators, a 

new or retrofitted air data computer, a 

new skew detection system, and new 

airspeed limitation placards; and 

revising the AFM to include revised 

maximum allowable speeds for flight 

with the flaps extended, and a new 

skew detection system/crosswindrelated limitation for take-off flap 

selection. This proposed AD is 

prompted by a number of cases of flap 

system failure that resulted in a twisted 

outboard flap panel. We are proposing 

this AD to prevent an unannunciated 

failure of the flap system, which could 

result in a flap asymmetry and 

consequent reduced controllability of 

the airplane. 

DATES: We must receive comments on 

this proposed AD by October 21, 2005. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., Canadair, Aerospace Group, P.O. 

Box 6087, Station Centre-ville, 

Montreal, Quebec H3C 3G9, Canada. 

You can examine the contents of this 

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., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC. 

This docket number is FAA–2005–

22481; the directorate identifier for this 

docket is 2004–NM–176–AD. 

FOR FURTHER INFORMATION CONTACT: 

Daniel Parrillo, Aerospace Engineer, 

Systems and Flight Test Branch, ANE–

172, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7305; fax 

(516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2005–22481; Directorate Identifier 

2004–NM–176–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments received by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of our docket 

Web site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You can 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you can visit http:// 

dms.dot.gov. 

Examining the Docket 

You can 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 DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System (DMS) receives 

them. 

Discussion 

On September 17, 1998, we issued AD 

98–20–01, amendment 39–10767 (63 FR 

49661, September 17, 1998), for certain 

Bombardier Model CL–600–2B19 

(Regional Jet Series 100) series 

airplanes. That AD requires revising the 

airplane flight manual (AFM) to provide 

the flight crew with revised procedures 

for checking the flap system. That AD 

also requires revising the maintenance 

program to provide procedures for 

checking the flap system, and 

performing follow-on actions, if 

necessary. That AD was prompted by 

issuance of mandatory continuing 

airworthiness information by a civil 

airworthiness authority of another 

country. We issued that AD to prevent 

an unannunciated failure of the flap 

system, which could result in a flap 

asymmetry, and consequent reduced 

controllability of the airplane. 

Actions Since Existing AD Was Issued 

A number of flap systems had failed 

and caused twisted outboard flap panels 

before we issued AD 98–20–01. An 

internal fault within the number 3 flap 

actuator (the inboard actuator on the 

outboard flap) caused the failures. In 

one case, a twisted flap was not detected 

before take-off, while in other cases the 

twisted flap occurred on deployment of 

the flaps for landing. In all cases the 

airplane was controllable and landed 

successfully. Several other cases have 

occurred while the airplanes were on 

the ground. 

Since we issued AD 98–20–01, 

Transport Canada Civil Aviation (TCCA) 

has issued its applicable revised 

airworthiness directive, CF–1998–14R4, 

dated June 1, 2004 (AD 98–20–01 refers 

to CF–1998–14, dated July 6, 1998). The 

revision to airworthiness directive CF–

1998–14 changes the text of the 

revisions to the airplane flight manual 

(AFM) that were mandated by TCCA 

and that we also mandated in AD 98–

20–01. In addition, the revision to 

airworthiness directive CF–1998–14 

55316 Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 

also mandates the following: installing 

new airspeed limitation placards and 

decals; doing certain maintenance 

actions following a ‘‘FLAPS FAIL’’

caution message, including replacing 

both actuators if necessary; establishing 

a ‘‘health check’’ program for the 

number 3 flap actuator which includes 

incorporating Canadair Temporary 

Revision (TR) RJ/71 into the Canadair 

Regional Jet AFM (to reflect the airspeed 

limitations); installing new flap 

actuators, a new or retrofitted air data 

computer (ADC), and a new skew 

detection system (SDS) for the outboard 

flaps; and revising the Limitations 

section of the Canadair Regional Jet 

AFM to include the information 

specified in Canadair TR RJ/128, to 

include revised maximum allowable 

speeds for flight with the flaps extended 

(VFE), and a new SDS/crosswind-related 

limitation for take-off flap selection. 

In addition, in the preamble to AD 

98–20–01 we specified that we 

considered the requirements ‘‘interim 

action’’ and that the manufacturer was 

developing a modification to address 

the unsafe condition. That AD 

explained that we may consider further 

rulemaking if a final action is identified. 

The final action has now been 

identified, and we have determined that 

further rulemaking is indeed necessary; 

this proposed AD follows from that 

determination. 

Relevant Service Information 

Bombardier (Canadair) has issued TR 

RJ/128, dated November 28, 2003, to the 

Canadair Regional Jet AFM, CSP A–102. 

This TR includes revised VFE values, 

and a new SDS/crosswind-related 

limitation for take-off flap selection. 

Bombardier (Canadair) has also issued 

the service bulletins identified in the 

following table, for Bombardier Model 

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

440) airplanes having serial numbers 

7003 through 7903 inclusive as 

identified in each service bulletin. 

BOMBARDIER (CANADAIR) SERVICE BULLETINS

Bombardier Service Bulletin Revision Date Procedure 

601R–11–080 ............................... Original ...... November 28, 2003 ....... Install new airspeed limitation placards. 

601R–27–111 ............................... Original ...... March 6, 2000 ................ Remove decal. 

601R–27–114, including Appendix A.B ................ December 4, 2003 ......... Replace #3 inboard and #4 outboard flap actuators for the outboard flaps. 

601R–27–115 ............................... D ................ March 18, 2004 .............. Install electrical provisions for the SDS. 

601R–27–116 ............................... B ................ February 2, 2004 ........... Install and activate the SDS. 

601R–34–128 ............................... B ................ September 7, 2001 ........ Install the air data computer (ADC) containing software with reduced flap overspeed. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition. TCCA mandated the service 

information, and issued Canadian 

airworthiness directive CF–1998–14R4, 

dated June 1, 2004, to ensure the 

continued airworthiness of these 

airplanes in Canada. 

FAA’s Determination and Requirements 

of the Proposed AD 

These airplane models are 

manufactured in Canada and are type 

certificated for operation in the United 

States under the provisions of section 

21.29 of the Federal Aviation 

Regulations (14 CFR 21.29) and the 

applicable bilateral airworthiness 

agreement. Pursuant to this bilateral 

airworthiness agreement, TCCA has 

kept the FAA informed of the situation 

described above. We have examined 

TCCA’s findings, evaluated all pertinent 

information, and determined that AD 

action is necessary for airplanes of this 

type design that are certificated for 

operation in the United States. 

This proposed AD would supersede 

AD 98–20–01. This proposed AD would 

retain the requirements of the existing 

AD. This proposed AD also would 

require installing new flap actuators, a 

new or retrofitted air data computer, a 

new skew detection system, and new 

airspeed limitation placards; and 

revising the AFM to include revised 

maximum allowable speeds for flight 

with the flaps extended, and a new 

skew detection system/crosswindrelated limitation for take-off flap 

selection. Doing the new proposed 

actions would terminate the 

requirements of the existing AD. 

Difference Between the Proposed AD 

and the Canadian Airworthiness 

Directive 

The Canadian airworthiness directive 

includes several actions that are not 

included in this proposed AD: 

incorporating revised AFM procedures 

for checking the flap system; installing 

new airspeed limitation placards and 

decals; doing certain maintenance 

actions following a ‘‘FLAPS FAIL’’

caution message, including replacing 

both actuators if necessary; establishing 

a ‘‘health check’’ program for the 

number 3 flap actuator; and 

incorporating TR RJ/71 into the AFM (to 

reflect the airspeed limitations). We 

have determined that these actions were 

mandated by TCCA as interim actions 

until a final action was developed by 

the manufacturer. We find that the 

revision to the AFM that was previously 

mandated by AD 98–20–01 provides an 

adequate level of safety without our 

mandating the interim actions specified 

in the Canadian airworthiness directive. 

Mandating these interim actions would 

add an additional cost burden to 

operators without improving safety. 

This difference has been coordinated 

with TCCA. 

Changes to Existing AD 

This proposed AD would retain all 

requirements of AD 98–20–01. Since AD 

98–20–01 was issued, the AD format has 

been revised, and certain paragraphs 

have been rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

98–20–01 

Corresponding requirement in this proposed AD 

Paragraph (a) ............ Paragraph (f). 

Paragraph (b) ............ Paragraph (g). 

In addition, Note 2 from the existing 

AD has been changed to Note 1. The 

information from Note 1 in AD 98–20–

01 has been incorporated into paragraph 

(l) of this proposed AD. 

Explanation of Change to Applicability 

We have revised the applicability to 

reflect the model designations as 

published in the most recent type 

certificate data sheets. 

Costs of Compliance 

The following table provides the 

estimated costs for U.S. operators to 

comply with this proposed AD. For all 

actions the average labor rate is $65 and 

Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 55317 

the number of U.S.-registered airplanes 

is 651. 

ESTIMATED COSTS

Action Work 

hours Parts Cost per airlane 

Fleet 

cost 

Revise the AFM (required by AD 98–20–01) ................................................................. 1 N/A ................... $65 $42,315 

Revise the maintenance (required by AD 98–20–01) .................................................... 1 N/A ................... 65 42,315 

Install ADC (new proposed action) ................................................................................. 1 No Charge ........ 65 42,315 

Install #3 and #4 flap actuators (new proposed action) ................................................. 18 No Charge ........ 1,170 761,670 

Install skew detection system (new proposed action) .................................................... 147 No Charge ........ 9,555 6,220,305 

Install new airspeed limitation placards (new proposed action) ..................................... 1 No Charge ........ 65 42,315

Revise the AFM (new proposed action) ......................................................................... 1 N/A .................... 65 42,315 

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 have 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 that the 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. 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, 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 39–10767 (63 FR 

49661, September 17, 1998) and adding 

the following new airworthiness 

directive (AD): 

Bombardier, Inc. (Formerly Canadair): 

Docket No. FAA–2005–22481; 

Directorate Identifier 2004–NM–176–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

must receive comments on this AD action by 

October 21, 2005. 

Affected ADs 

(b) This AD supersedes AD 98–20–01. 

Applicability 

(c) This AD applies to Bombardier Model 

CL–600–2B19 (Regional Jet Series 100 & 400) 

airplanes, certificated in any category, serial 

numbers 7003 through 7903 inclusive. 

Unsafe Condition 

(d) This AD was prompted by a number of 

cases of flap system failure that resulted in 

a twisted outboard flap panel. We are issuing 

this AD to prevent an unannunciated failure 

of the flap system, which could result in a 

flap asymmetry and consequent reduced 

controllability 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. 

Restatement of the Requirements of AD 98–

20–01 

Note 1: Bombardier Service Letter RJ–SL–

27–002A, dated April 8, 1998, and Service 

Letter RJ–SL–27–037, dated July 2, 1998, may 

provide operators with additional 

information concerning the actions required 

by this AD. However, accomplishment of the 

procedures specified in these service letters 

should not be considered to be an acceptable 

method of compliance with the requirements 

of this AD. 

(f) Within 10 days after October 2, 1998 

(the effective date of AD 98–20–01), 

accomplish the requirements of paragraphs 

(f)(1), (f)(2), and (f)(3) of this AD. 

(1) Revise the Limitations Section of the 

FAA-approved airplane flight manual (AFM) 

to include the following procedures and 

Figures 1 and 2 of this AD. After 

accomplishing the actions in paragraphs (h) 

and (i) of this AD, remove the revisions 

required by this paragraph of this AD from 

the AFM. 

‘‘Air Operator Actions 

IMPORTANT: If the outboard flap position 

is outside the ‘GO’ range, as shown in figure 

2., further flight is prohibited until required 

maintenance actions have been 

accomplished. 

1. Touch-and-go landings for the purposes 

of training must be accomplished using a flap 

setting of 20 degrees for the entire procedure. 

2. (a) Take-off flaps must be set prior to 

departure, and 

(b) An external visual check must be 

accomplished to detect any twisting, 

skewing, or abnormal deformation of the 

flaps, using the information given in Figures 

1 and 2. 

Note 1: If the outboard flap position is 

outside the ‘GO’ range as shown in figure 2., 

further flight is prohibited until required 

maintenance actions have been 

accomplished. 

Note 2: This visual check must be 

accomplished either by a member of the 

flight crew or by maintenance personnel, and 

the results reported directly to the pilot-incommand prior to take-off. 

3. If any additional change to the flap 

position is necessary, prior to take-off, 

accomplish the visual check specified by the 

preceding paragraph 2. (b).’’

(2) Revise the Normal Procedures Section 

of the FAA-approved AFM to include the 

following procedures: 

55318 Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 

‘‘To minimize a possible flap twist in flight 

when operating flaps, operate the flap 

selector sequentially, stopping at each setting 

(i.e., 0 degrees, 8 degrees if applicable, 20 

degrees, 30 degrees, 45 degrees; or operate 

the flap selector in reverse order), and 

waiting for the flaps to reach each position 

before selecting the next setting. Monitor the 

control wheel for abnormal control wheel 

angles during each transition in flap position. 

Note: This procedure is not applicable 

during a go-around or during any emergency 

aircraft handling procedure where prompt 

flap retraction is required. In these cases, 

follow the applicable AFM procedures.’’

(3) Revise the Abnormal Procedures 

Section of the FAA-approved AFM to include 

the following procedures. 

‘‘If abnormal aileron control wheel angles 

develop during flap operation with the 

autopilot on, or if the aircraft rolls without 

pilot input with the autopilot off (with or 

without a ‘FLAPS FAIL’ caution message), 

perform the following actions: 

1. If flaps are being extended, immediately 

return the flaps to the previously selected 

position (e.g., for flaps selected from 8 

degrees to 20 degrees, re-select 8 degrees). 

2. If flaps are being retracted, the flap 

selector should remain in the currently 

selected position (e.g., for flaps selected from 

20 degrees to 8 degrees, leave selector at 8 

degrees). 

3. Do not attempt to operate the flaps any 

further. 

4. If the flaps are engaged, disconnect the 

autopilot. 

Note: When disconnecting the autopilot, 

anticipate an out-of-trim situation and hold 

the aileron control wheel in its current 

position. 

5. For landing, perform the ‘Flaps Failure’

procedure for the following conditions: 

(a) If an abnormal aileron control wheel 

angle to the left develops, do not land if a 

crosswind from the left is greater than 20 

knots. 

(b) If an abnormal aileron control wheel 

angle to the right develops, do not land if a 

crosswind from the right is greater than 20 

knots. 

6. After landing, do not attempt to retract 

the flaps. Record the event in the Aircraft 

Maintenance Log Book and notify the person 

responsible for maintenance.’’

BILLING CODE 4910–13–P 


EP21SE05.020</GPH>
Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 55319 

BILLING CODE 4910–13—C 


EP21SE05.021</GPH>
55320 Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 

(g) Within 10 days after October 2, 1998, 

revise the FAA-approved maintenance 

program to include the following procedures 

and Figures 1 and 2 of this AD: 

‘‘Maintenance Procedure 

Whenever a ‘FLAPS FAIL’ caution message 

occurs, carry out the following procedures 

after landing: 

Note: These procedures are to be 

accomplished by maintenance personnel 

only. 

1. Check that there have been no other 

‘FLAPS FAIL’ caution messages reported 

within the previous 72 hours. If a previous 

message has been reported, prior to further 

flight, perform the actions required in the 

following Maintenance Action section. If no 

previous ‘FLAPS FAIL’ caution message has 

been reported, continue with the following: 

2. Carry out an external visual check of 

each outboard flap for evidence of twisting, 

skewing, or abnormal deformation. 

(Reference Figures 1 and 2.) 

3. If there is no evidence of twisting, 

skewing, or abnormal deformation, proceed 

as follows: 

(a) Reset the flap system ONLY ONCE by 

cycling circuit breakers CB1–F4 and CB2–F4. 

(b) If the system does not reset (i.e., the 

‘FLAPS FAIL’ caution message is still 

posted), prior to further flight, perform the 

actions required in the following 

Maintenance Action section. 

(c) If the system resets, cycle the flaps to 

45 degrees and back to 0 degrees. Continued 

flap operation for up to a maximum of 72 

hours is then permitted as long as no 

additional ‘FLAPS FAIL’ caution message is 

indicated. 

(d) If an additional ‘FLAPS FAIL’ caution 

message occurs within the period of 72 

hours, as specified above, prior to further 

flight, perform the actions required in the 

following Maintenance Action section. 

(e) Within 72 hours, even if no further 

‘FLAPS FAIL’ messages have been indicated, 

perform the actions required in the following 

Maintenance Action section. 

4. If there is evidence of twisting, skewing, 

or abnormal deformation, PRIOR TO 

FURTHER FLIGHT, perform the actions 

required in the following Maintenance 

Action section. 

Maintenance Action 

Whenever the outboard flap position 

indicator is outside the ‘GO’ range as shown 

in Figure 2, or whenever directed to do so by 

the Maintenance Procedure above, perform 

the following procedures: 

A. Interrogate the flap electronic control 

unit (FECU) per Fault Isolation Manual, 

Section 27–50–00, ‘Flaps Fault Isolation,’ and 

rectify as applicable. 

B. Visually check each flap for evidence of 

twisting, skewing, or abnormal deformation. 

1. If there is no evidence of twisting, 

skewing, or abnormal deformation, manually 

isolate any jammed, disconnected, or 

dragging component; and rectify all 

discrepant conditions. 

2. If there is evidence of twisting, skewing, 

or abnormal deformation, replace both 

actuators and any discrepant flap panel with 

new or serviceable components. In addition, 

inspect flexible shaft(s) inboard of the most 

outboard actuator removed for discrepancies, 

and replace any discrepant flexible shaft with 

a new or serviceable flexible shaft. 

Note: An acceptable procedure for testing 

the flap drive breakaway input torque is 

detailed in Aircraft Maintenance Manual 

Temporary Revision 27–203, Task 27–53–00–

750–802, dated July 17, 1998. 

C. Within 3 days after identifying a flap 

panel twist or logging a ‘FLAPS FAIL’

caution message, notify Bombardier 

Aerospace, via the Canadair Regional Jet 

Action Center, of all findings and actions 

taken.’’

New Requirements of the AD 

Install New Flap Actuators 

(h) Within 12 months after the effective 

date of this AD: Install new Number 3 and 

Number 4 flap actuators in accordance with 

the Accomplishment Instructions of 

Bombardier Service Bulletin 601R–27–114, 

Revision B, dated December 4, 2003. The 

actions in paragraph (h) of this AD must be 

accomplished prior to or concurrently with 

the actions in paragraph (i) of this AD. 

Install Skew Detection System (SDS) and Air 

Data Computer 

(i) Within 30 months after the effective 

date of this AD, but after the actions required 

by paragraph (h) of this AD have been 

accomplished: install the SDS in accordance 

with paragraphs (i)(1), (i)(2), (i)(3), (i)(4), and 

(i)(5) of this AD. These actions must be 

accomplished in the order stated in this 

paragraph. Accomplishing the actions in 

paragraphs (h) and (i) of this AD terminates 

the requirements of paragraphs (f) and (g) of 

this AD, and the AFM revisions required by 

those paragraphs may be removed from the 

AFM. 

(1) Install the electrical provisions for the 

SDS in accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

601R–27–115, Revision D, dated March 18, 

2004. 

(2) Install and activate the SDS in 

accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

601R–27–116, Revision B, dated February 2, 

2004; and install a new or retrofitted air data 

computer (ADC) in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 601R–34–128, Revision B, 

dated September 7, 2001. 

(3) Install new airspeed limitation placards 

in accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

601R–11–080, dated November 28, 2003. 

(4) Revise the Limitations section of the 

AFM to include the information specified in 

Canadair Temporary Revision (TR) RJ/128, 

dated November 28, 2003, to Canadair 

Regional Jet AFM, CSP A–102, to include 

revised VFE values, and a new SDS and 

crosswind-related limitation for take-off flap 

selection. 

Note 2: The action in paragraph (i)(4) of 

this AD may be accomplished by inserting a 

copy of Canadair TR RJ/128 in the AFM. 

When this temporary revision has been 

incorporated into the general revisions of the 

AFM, the general revisions may be inserted 

in the AFM, provided the information 

contained in the general revision is identical 

to that specified in Canadair Temporary 

Revision RJ/128. 

(5) For airplanes on which decals stating 

‘‘Visually inspect flaps prior to departure’’

have been installed in production or in 

accordance with an alternative method of 

compliance (AMOC) granted by the FAA: 

After the installation required by paragraph 

(h)(1), (i)(1), (i)(2), (i)(3), and (i)(4) of this AD, 

remove the decals in accordance with Part A 

of Bombardier Service Bulletin 601R–27–111, 

dated March 6, 2000. 

Note 3: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

AMOC according to paragraph (1) of this AD. 

The request should include a description of 

changes to the required inspections that will 

ensure the continued damage tolerance of the 

affected structure. The FAA has provided 

guidance for this determination in Advisory 

Circular (AC) 25–1529. 

Actions Accomplished in Accordance With 

Previous Revisions of Service Bulletins 

(j) Actions accomplished before the 

effective date of this AD according to the 

service bulletins identified in paragraphs 

(j)(1) and (j)(2) of this AD, are considered 

acceptable for compliance with the 

corresponding action specified in paragraphs 

(h) and (i) of this AD. 

(1) For the action in paragraph (h) of this 

AD: Bombardier Service Bulletin 601R–27–

114, dated March 22, 2002; or Revision A, 

dated November 6, 2002. 

(2) For the actions in paragraph (i) of this 

AD: Bombardier Service Bulletin 601R–27–

116, dated July 23, 2003; or Revision A, dated 

September 10, 2003. 

Parts Installation 

(k)(1) As of 12 months after the effective 

date of this AD, no person may install on any 

airplane a flap actuator with part numbers (P/ 

Ns) 601R93103–5, –6, –7, –8, –9, –10, –11, 

–12, –17, and –18 (Vendor P/Ns 853D100 –7, 

–8, –9, –10, –11, –12, –13, –14, –17 and –18). 

(2) As of 12 months after the effective date 

of this AD, no person may install on any 

airplane a flap actuator with P/Ns 

601R93104–5, –6, –7, –8, –9 and –10 (Vendor 

P/Ns 854D100–7, –8, –9, –10, –11 and –12). 

(3) As of 30 months after the effective date 

of this AD, no person may install on any 

airplane an ADC with P/Ns 822–0372–140 

and –143. 

AMOCs 

(l)(1) The Manager, New York ACO, FAA, 

has the authority to approve AMOCs for this 

AD, if requested in accordance with the 

procedures found in 14 CFR 39.19. 

(2) AMOCs approved previously according 

to AD 98–20–01, are approved as AMOCs for 

the corresponding provisions of this AD. 

Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Proposed Rules 55321 

Related Information 

(m) Canadian airworthiness directive CF–

1998–14R4, dated June 1, 2004, also 

addresses the subject of this AD. 

Issued in Renton, Washington, on 

September 8, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–18794 Filed 9–20–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22471; Directorate 

Identifier 2005–NM–142–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 757 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Boeing Model 757 airplanes. This 

proposed AD would require repetitive 

measurements of the freeplay of each of 

the three power control units (PCUs) 

that move the rudder; repetitive 

lubrication of rudder components; and 

corrective actions if necessary. This 

proposed AD results from a report of 

freeplay-induced vibration of the 

rudder. We are proposing this AD to 

prevent excessive vibration of the 

airframe during flight, which could 

result in divergent flutter and loss of 

control of the airplane. 

DATES: We must receive comments on 

this proposed AD by November 7, 2005. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

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

through Friday, except Federal holidays. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for the service 

information identified in this proposed 

AD. 

FOR FURTHER INFORMATION CONTACT: 

Dennis Stremick, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6450; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Include the 

docket number ‘‘FAA–2005–22471; 

Directorate Identifier 2005–NM–142–

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the proposed AD. We will consider all 

comments received by the closing date 

and may amend the proposed AD in 

light of those comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that web 

site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you may visit http:// 

dms.dot.gov. 

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 DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

Discussion 

We have received a report of freeplayinduced flutter of the rudder during 

flight on a Boeing Model 757–200 series 

airplane. Excessive corrosion and wear 

of components and/or interfaces allows 

excessive freeplay movement of the 

control surfaces and can cause excessive 

vibration of the airframe during flight. 

The point of transition from vibration to 

divergent flutter is unknown. When 

divergent flutter occurs, the amplitude 

of each cycle or oscillation is larger than 

the last one and the surface can quickly 

reach its structural limits. This 

condition, if not corrected, could result 

in loss of control of the airplane. 

Relevant Service Information 

We have reviewed Boeing Special 

Attention Service Bulletin 757–27–

0148, dated June 16, 2005 (for Model 

757–200, –200CB, and –200PF series 

airplanes); and Boeing Special Attention 

Service Bulletin 757–27–0149, dated 

June 16, 2005 (for Model 757–300 series 

airplanes). The service bulletins 

describe procedures for measuring the 

freeplay for each of the three power 

control units (PCUs) that move the 

rudder. If the freeplay exceeds certain 

specified limits, the service bulletins 

describe procedures for doing 

applicable related investigative and 

corrective actions. These related 

investigative and corrective actions 

include doing a general visual 

inspection for wear of the affected 

components such as the rudder hinges, 

reaction link, reaction link bearings, 

hanger link, rod end bearings, and 

rudder hinge bolts, bearings, and 

bushings; and repairing or replacing the 

affected part if necessary. The corrective 

actions also include repeating the 

freeplay measurement and any related 

investigative and corrective actions 

until the maximum rudder freeplay is 

within acceptable limits. The service 

bulletins also describe procedures for 

repetitive lubrication of the rudder 

hinge, rudder PCU bearings, PCU 

reaction links, hanger links, and rod end 

bearings. The service bulletins note that 

if the freeplay measurement and a 

lubrication cycle are due at the same 

time, the freeplay measurement must be 

satisfactory before the lubrication is 

done. Accomplishing the actions 

specified in the service information is 

intended to adequately address the 

unsafe condition. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other airplanes of this same 

type design. For this reason, we are 

proposing this AD, which would require 

accomplishing the actions specified in