Airworthiness Directives; Bombardier Model DHC-8-400 Series Airplanes, 18121-18124 [E9-8995]
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Federal Register / Vol. 74, No. 75 / Tuesday, April 21, 2009 / Rules and Regulations
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI European Aviation
Safety Agency Airworthiness Directive 2009–
0025, dated February 10, 2009; Airbus
Service Bulletin A320–57–1144, Revision 01,
dated June 18, 2007; and Airbus Service
Bulletin A320–57A1146, dated September
21, 2007, for related information.
Material Incorporated by Reference
(i) You must use Airbus Service Bulletin
A320–57A1146, including Appendix 01,
dated September 21, 2007; or Airbus Service
Bulletin A320–57–1144, including Appendix
01, Revision 01, dated June 18, 2007; 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 Airbus, Airworthiness
Office—EAS, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33
5 61 93 36 96; fax +33 5 61 93 44 51; e-mail:
account.airworth-eas@airbus.com; Internet
https://www.airbus.com.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on April 8,
2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–8982 Filed 4–20–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0361; Directorate
Identifier 2009–NM–046–AD; Amendment
39–15888; AD 2009–09–02]
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RIN 2120–AA64
Airworthiness Directives; Bombardier
Model DHC–8–400 Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
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17:57 Apr 20, 2009
Jkt 217001
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:
Several reports have been received on
failures of the aft hinge of the main landing
gear (MLG) forward stabilizer brace.
Laboratory examinations have found that the
fatigue cracks were initiated from the dowel
pin hole at the aft hinge lug of the MLG
forward stabilizer brace where the stop
bracket is attached. Failure of the stabilizer
brace could result in the collapse of the main
landing gear.
This AD requires actions that are
intended to address the unsafe
condition described in the MCAI.
DATES: This AD becomes effective May
6, 2009.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of May 6, 2009.
We must receive comments on this
AD by May 21, 2009.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://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 https://
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: Jon
Hjelm, Aerospace Engineer, Airframe
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18121
and Propulsion Branch, ANE–171, FAA,
New York Aircraft Certification Office,
1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone
(516) 228–7323; fax (516) 794–5531.
SUPPLEMENTARY INFORMATION:
Discussion
Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian
Emergency Airworthiness Directive CF–
2009–11, dated March 13, 2009 (referred
to after this as ‘‘the MCAI’’), to correct
an unsafe condition for the specified
products. The MCAI states:
Several reports have been received on
failures of the aft hinge of the main landing
gear (MLG) forward stabilizer brace.
Laboratory examinations have found that the
fatigue cracks were initiated from the dowel
pin hole at the aft hinge lug of the MLG
forward stabilizer brace where the stop
bracket is attached. Failure of the stabilizer
brace could result in the collapse of the main
landing gear.
Required actions include inspections for
damage (including excessive wear,
corrosion, foreign object damage, and
cracking) of the MLG forward stabilizer
brace assemblies and applicable
corrective actions. The inspections
include the following inspections:
• A visual inspection for evidence of
excessive wear on the outside diameter
of apex pins part number 46418–1.
• A visual inspection for damage
(including cracking, corrosion, and
foreign object damage) of the face of the
forward stabilizer brace lugs, stop
bracket retention hole apex bushings,
and stop bracket.
• An inspection to detect 0.050-inchlong exposed surface cracks around the
stop bracket mounting face and
retention pin hole areas, using either of
the following nondestructive inspection
methods: (1) An eddy current
inspection, or (2) a visual inspection
using liquid penetrant under 10X
magnification.
The applicable corrective actions
include the following:
• Contacting Goodrich for repair
instructions and doing the repair.
• Replacing the stop bracket.
• Reworking the forward stabilizer
brace assembly.
• Replacing the forward stabilizer
brace assembly.
The required actions also include, for
certain airplanes, repetitive detailed
visual inspection for cracking of both
MLG forward stabilizer braces,
including liquid penetrant inspections
for cracking if necessary, and repair of
the cracking if necessary. The required
actions also include, for certain
airplanes, a detailed visual inspection
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Federal Register / Vol. 74, No. 75 / Tuesday, April 21, 2009 / Rules and Regulations
for cracking of the stabilizer brace apex
lugs. The required actions also include,
for certain airplanes, repair in
accordance with a method approved by
the FAA or TCCA.
You may obtain further information
by examining the MCAI in the AD
docket.
Relevant Service Information
Bombardier has issued Repair
Drawing 8/4–32–099, Issue 1, dated
March 10, 2009; and Q400 All Operator
Message 338, dated February 23, 2009.
Goodrich has issued Service Concession
Request 026–09, Revision B, dated
March 10, 2009. 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 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 issuing this
AD because we evaluated all pertinent
information and determined the unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
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Differences Between the 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 FAA policies.
Any such differences are highlighted in
a Note within the AD.
FAA’s Determination of the Effective
Date
An unsafe condition exists that
requires the immediate adoption of this
AD. The FAA has found that the risk to
the flying public justifies waiving notice
and comment prior to adoption of this
rule because some affected airplanes are
approaching the threshold at which
failure of the aft hinge MLG brace could
occur and result in the collapse of the
MLG. Therefore, we determined that
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notice and opportunity for public
comment before issuing this AD are
impracticable and that good cause exists
for making this amendment effective in
fewer than 30 days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety, and
we did not precede it by notice and
opportunity for public comment. We
invite you to send any written relevant
data, views, or arguments about this AD.
Send your comments to an address
listed under the ADDRESSES section.
Include ‘‘Docket No. FAA–2009–0361;
Directorate Identifier 2009–NM–046–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this AD. We will consider all comments
received by the closing date and may
amend this AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this AD.
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.
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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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
■
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
■
2009–09–02 Bombardier, Inc. (Formerly de
Havilland, Inc.): Amendment 39–15888.
Docket No. FAA–2009–0361; Directorate
Identifier 2009–NM–046–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective May 6, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Bombardier Model
DHC–8–400, DHC–8–401, and DHC–8–402
series airplanes; certificated in any category,
serial numbers 4001, 4003, and subsequent.
Subject
(d) Air Transport Association (ATA) of
America Code 32: Landing gear.
Reason
(e) The mandatory continued airworthiness
information (MCAI) states:
Several reports have been received on
failures of the aft hinge of the main landing
gear (MLG) forward stabilizer brace.
Laboratory examinations have found that the
fatigue cracks were initiated from the dowel
pin hole at the aft hinge lug of the MLG
forward stabilizer brace where the stop
bracket is attached. Failure of the stabilizer
brace could result in the collapse of the main
landing gear.
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21APR1
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Federal Register / Vol. 74, No. 75 / Tuesday, April 21, 2009 / Rules and Regulations
Actions and Compliance
(f) Unless already done, do the following
actions:
(1) At the applicable time specified in
paragraph (f)(1)(i), (f)(1)(ii), (f)(1)(iii), or
(f)(1)(iv) of this AD: Perform non-destructive
inspections for damage of the MLG forward
stabilizer brace assemblies part number (P/N)
46401–7, in accordance with Bombardier
Repair Drawing 8/4–32–099, Issue 1, dated
March 10, 2009; and Goodrich Service
Concession Request 026–09, Revision B,
dated March 10, 2009. Repeat the inspection
thereafter at intervals not to exceed 2,000
flight cycles.
(i) For airplanes with MLG forward
stabilizer braces that have accumulated
12,000 or more total flight cycles as of the
effective date of this AD: Inspect within 50
flight cycles after the effective date of this
AD.
(ii) For airplanes with MLG forward
stabilizer braces that have accumulated 9,000
or more total flight cycles but fewer than
12,000 total flight cycles as of the effective
date of this AD: Inspect before the
accumulation of 12,050 total flight cycles, or
within 500 flight cycles after the effective
date of this AD, whichever occurs earlier.
(iii) For airplanes with MLG forward
stabilizer braces that have accumulated 4,500
or more total flight cycles but fewer than
9,000 total flight cycles as of the effective
date of this AD: Inspect before the
accumulation of 9,500 total flight cycles, or
within 1,500 flight cycles after the effective
date of this AD, whichever occurs earlier.
(iv) For airplanes with MLG forward
stabilizer braces that have accumulated fewer
than 4,500 total flight cycles as of the
effective date of this AD: Inspect before the
accumulation of 6,000 total flight cycles.
(2) If any damage is found during any
inspection required by paragraph (f)(1) of this
AD, before further flight, do all applicable
corrective actions in accordance with
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009, except
as provided by paragraphs (f)(3), (f)(4), (f)(5),
and (f)(6) of this AD.
(3) For airplanes on which step 24. of
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009, has
been done: Within 1,200 flight cycles after
the effective date of this AD, rework the MLG
forward stabilizer brace, and except for
airplanes on which the rework has been
done, within 600 flight cycles after the
effective date of this AD do a detailed visual
inspection for damage of the stabilizer brace
apex lugs, in accordance with Goodrich
Service Concession Request 026–09, Revision
B, dated March 10, 2009. If any damage is
found, repair before further flight in
accordance with Section C of Goodrich
Service Concession Request 026–09, Revision
B, dated March 10, 2009.
(4) At the applicable time specified in
paragraph (f)(4)(i), (f)(4)(ii), or (f)(4)(iii) of
this AD, replace the forward stabilizer brace
assembly, in accordance with Goodrich
Service Concession Request 026–09, Revision
B, dated March 10, 2009.
(i) For airplanes on which cracking is
found during any inspection required by this
AD, and the cracking exceeds the limit
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18123
specified in Section C of Goodrich Service
Concession Request 026–09, Revision B,
dated March 10, 2009: Replace the assembly
before further flight.
(ii) For airplanes on which any cracking is
found after the rework specified in Section C
of Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009:
Replace the assembly before further flight.
(iii) For airplanes on which no cracking is
found after the rework specified in Section C
of Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009:
Replace the assembly within 2,700 flight
cycles after doing the rework.
(5) If foreign object damage is found during
any inspection required by this AD, or if
damage is found to a forward stabilizer brace
lug or stop bracket retention hole apex
bushing, before further flight, repair using a
method approved by either the Manager,
New York Aircraft Certification Office, ANE–
170, FAA; or Transport Canada Civil
Aviation (TCCA) (or its delegated agent).
(6) If any crack is found during the visual
inspection under 10X magnification, repair
before further flight, in accordance with
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009.
(7) Before the accumulation of 6,000 total
flight cycles on the MLG forward stabilizer
braces, or within 600 flight hours after the
effective date of this AD, whichever occurs
later: Do a detailed visual inspection for
cracking of both MLG forward stabilizer
braces and do all applicable liquid penetrant
inspections for cracking, in accordance with
Bombardier Q400 All Operator Message 338,
dated February 23, 2009. Repeat the
inspection thereafter at intervals not to
exceed 600 flight hours. If any cracking is
found during any inspection required by this
paragraph, repair before further flight in
accordance with Bombardier Repair Drawing
8/4–32–099, Issue 1, dated March 10, 2009;
and Goodrich Service Concession Request
026–09, Revision B, dated March 10, 2009.
(8) Submit a report of all findings of the
inspections required by paragraph (f)(1) of
this AD to the Bombardier Technical Help
Desk, e-mail:
thd.qseries@aero.bombardier.com; fax: (416)
375–4539; telephone: (416) 375–4000; at the
applicable time specified in paragraph
(f)(8)(i) or (f)(8)(ii) of this AD. The report
must include the information specified in
sheets 3 and 4 of Bombardier Repair Drawing
8/4–32–099, Issue 1, dated March 10, 2009.
(i) If the inspection was done on or after
the effective date of this AD: Submit the
report within 10 days after the inspection.
(ii) If the inspection was accomplished
prior to the effective date of this AD: Submit
the report within 10 days after the effective
date of this AD.
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Jon Hjelm,
Aerospace Engineer, Airframe and
Propulsion Branch, ANE–171, FAA, New
York Aircraft Certification Office, 1600
Stewart Avenue, Suite 410, Westbury, New
York 11590; telephone (516) 228–7323; fax
(516) 794–5531. 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 ensure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
(4) Special Flight Permits: Special flight
permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and
21.199) to operate the airplane to a location
where the airplane can be modified (if the
operator elects to do so), provided that,
within 10 flight cycles after detection of the
discrepancy that requires repair, operators
perform a detailed visual inspection for
cracking of both MLG forward stabilizer
braces and do all applicable non-destructive
inspections (eddy current or visual liquid
penetrant inspections) for cracking, in
accordance with Bombardier Q400 All
Operator Message 338, dated February 23,
2009; and repair any cracking before further
flight in accordance with Goodrich Service
Concession Request 026–09, Revision B,
dated March 10, 2009.
FAA AD Differences
Material Incorporated by Reference
(i) You must use Bombardier Q400 All
Operator Message 338, dated February 23,
2009; Bombardier Repair Drawing 8/4–32–
099, Issue 1, dated March 10, 2009; and
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009; as
applicable; to do the actions required by this
AD, unless the AD specifies otherwise. (The
issue date of Bombardier Q400 All Operator
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, New York Aircraft
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Related Information
(h) Refer to MCAI Canadian Emergency
Airworthiness Directive CF–2009–11, dated
March 13, 2009; Bombardier Q400 All
Operator Message 338, dated February 23,
2009; Bombardier Repair Drawing 8/4–32–
099, Issue 1, dated March 10, 2009; and
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009; for
related information.
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Message 338, dated February 23, 2009; and
Bombardier Repair Drawing 8/4–32–099,
Issue 1, dated March 10, 2009; is specified
only on the first page of the documents.)
Goodrich Service Concession Request 026–
09, Revision B, dated March 10, 2009,
contains the following effective pages:
Page No.
Revision
level
shown on
page
1–8 ...............
9–22 .............
B
B
Date shown on
page
March 5, 2009.
March 10, 2009.
(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 Bombardier service information
identified in this AD, contact Bombardier,
ˆ
Inc., 400 Cote-Vertu Road West, Dorval,
´
Quebec H4S 1Y9, Canada; telephone 514–
855–5000; fax 514–855–7401; e-mail
thd.qseries@aero.bombardier.com; Internet
https://www.bombardier.com. For Goodrich
service information identified in this AD,
contact Goodrich Corporation, Landing Gear,
1400 South Service Road, West Oakville L6L
5Y7, Ontario, Canada; telephone 905–825–
1568; e-mail jean.breed@goodrich.com;
Internet https://www.goodrich.com/TechPubs.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(4) You may also review copies of the
service information that is incorporated by
reference at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on April 8,
2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–8995 Filed 4–20–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 95
[Docket No. 30662; Amdt. No. 480]
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IFR Altitudes; Miscellaneous
Amendments
AGENCY: Federal Aviation
Administration (FAA), DOT.
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17:57 Apr 20, 2009
Jkt 217001
ACTION:
Final rule.
SUMMARY: This amendment adopts
miscellaneous amendments to the
required IFR (instrument flight rules)
altitudes and changeover points for
certain Federal airways, jet routes, or
direct routes for which a minimum or
maximum en route authorized IFR
altitude is prescribed. This regulatory
action is needed because of changes
occurring in the National Airspace
System. These changes are designed to
provide for the safe and efficient use of
the navigable airspace under instrument
conditions in the affected areas.
DATES: Effective Date: 0901 UTC, May 7,
2009.
FOR FURTHER INFORMATION CONTACT:
Harry Hodges, Flight Procedure
Standards Branch (AMCAFS–420),
Flight Technologies and Programs
Division, Flight Standards Service,
Federal Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd. Oklahoma City,
OK 73169 (Mail Address: P.O. Box
25082 Oklahoma City, OK 73125)
telephone: (405) 954–4164.
SUPPLEMENTARY INFORMATION: This
amendment to part 95 of the Federal
Aviation Regulations (14 CFR part 95)
amends, suspends, or revokes IFR
altitudes governing the operation of all
aircraft in flight over a specified route
or any portion of that route, as well as
the changeover points (COPs) for
Federal airways, jet routes, or direct
routes as prescribed in part 95.
The Rule
The specified IFR altitudes, when
used in conjunction with the prescribed
changeover points for those routes,
ensure navigation aid coverage that is
adequate for safe flight operations and
free of frequency interference. The
reasons and circumstances that create
the need for this amendment involve
matters of flight safety and operational
efficiency in the National Airspace
System, are related to published
aeronautical charts that are essential to
the user, and provide for the safe and
efficient use of the navigable airspace.
In addition, those various reasons or
circumstances require making this
amendment effective before the next
scheduled charting and publication date
of the flight information to assure its
timely availability to the user. The
effective date of this amendment reflects
those considerations. In view of the
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Sfmt 4700
close and immediate relationship
between these regulatory changes and
safety in air commerce, I find that notice
and public procedure before adopting
this amendment are impracticable and
contrary to the public interest and that
good cause exists for making the
amendment effective in less than 30
days.
Conclusion
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore—(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)
does not warrant preparation of a
regulatory evaluation as the anticipated
impact is so minimal. For the same
reason, the FAA certifies that this
amendment will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 95
Airspace, Navigation (air).
Issued in Washington, DC on April 14,
2009.
John M. Allen,
Director, Flight Standards Service.
Adoption of the Amendment
Accordingly, pursuant to the authority
delegated to me by the Administrator,
part 95 of the Federal Aviation
Regulations (14 CFR part 95) is
amended as follows effective at 0901
UTC, May 07, 2009
■ 1. The authority citation for part 95
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40103, 40106,
40113, 40114, 40120, 44502, 44514, 44719,
44721.
■
2. Part 95 is amended as follows:
E:\FR\FM\21APR1.SGM
21APR1
]]>Agencies
[Federal Register Volume 74, Number 75 (Tuesday, April 21, 2009)]
[Rules and Regulations]
[Pages 18121-18124]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-8995]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0361; Directorate Identifier 2009-NM-046-AD;
Amendment 39-15888; AD 2009-09-02]
RIN 2120-AA64
Airworthiness Directives; Bombardier Model DHC-8-400 Series
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:
Several reports have been received on failures of the aft hinge
of the main landing gear (MLG) forward stabilizer brace. Laboratory
examinations have found that the fatigue cracks were initiated from
the dowel pin hole at the aft hinge lug of the MLG forward
stabilizer brace where the stop bracket is attached. Failure of the
stabilizer brace could result in the collapse of the main landing
gear.
This AD requires actions that are intended to address the unsafe
condition described in the MCAI.
DATES: This AD becomes effective May 6, 2009.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of May 6, 2009.
We must receive comments on this AD by May 21, 2009.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://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 https://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: Jon Hjelm, Aerospace Engineer,
Airframe and Propulsion Branch, ANE-171, FAA, New York Aircraft
Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, New
York 11590; telephone (516) 228-7323; fax (516) 794-5531.
SUPPLEMENTARY INFORMATION:
Discussion
Transport Canada Civil Aviation (TCCA), which is the aviation
authority for Canada, has issued Canadian Emergency Airworthiness
Directive CF-2009-11, dated March 13, 2009 (referred to after this as
``the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
Several reports have been received on failures of the aft hinge
of the main landing gear (MLG) forward stabilizer brace. Laboratory
examinations have found that the fatigue cracks were initiated from
the dowel pin hole at the aft hinge lug of the MLG forward
stabilizer brace where the stop bracket is attached. Failure of the
stabilizer brace could result in the collapse of the main landing
gear.
Required actions include inspections for damage (including excessive
wear, corrosion, foreign object damage, and cracking) of the MLG
forward stabilizer brace assemblies and applicable corrective actions.
The inspections include the following inspections:
A visual inspection for evidence of excessive wear on the
outside diameter of apex pins part number 46418-1.
A visual inspection for damage (including cracking,
corrosion, and foreign object damage) of the face of the forward
stabilizer brace lugs, stop bracket retention hole apex bushings, and
stop bracket.
An inspection to detect 0.050-inch-long exposed surface
cracks around the stop bracket mounting face and retention pin hole
areas, using either of the following nondestructive inspection methods:
(1) An eddy current inspection, or (2) a visual inspection using liquid
penetrant under 10X magnification.
The applicable corrective actions include the following:
Contacting Goodrich for repair instructions and doing the
repair.
Replacing the stop bracket.
Reworking the forward stabilizer brace assembly.
Replacing the forward stabilizer brace assembly.
The required actions also include, for certain airplanes,
repetitive detailed visual inspection for cracking of both MLG forward
stabilizer braces, including liquid penetrant inspections for cracking
if necessary, and repair of the cracking if necessary. The required
actions also include, for certain airplanes, a detailed visual
inspection
[[Page 18122]]
for cracking of the stabilizer brace apex lugs. The required actions
also include, for certain airplanes, repair in accordance with a method
approved by the FAA or TCCA.
You may obtain further information by examining the MCAI in the AD
docket.
Relevant Service Information
Bombardier has issued Repair Drawing 8/4-32-099, Issue 1, dated
March 10, 2009; and Q400 All Operator Message 338, dated February 23,
2009. Goodrich has issued Service Concession Request 026-09, Revision
B, dated March 10, 2009. 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 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 issuing this AD because we
evaluated all pertinent information and determined the unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between the 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 FAA policies. Any such differences are
highlighted in a Note within the AD.
FAA's Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because some
affected airplanes are approaching the threshold at which failure of
the aft hinge MLG brace could occur and result in the collapse of the
MLG. Therefore, we determined that notice and opportunity for public
comment before issuing this AD are impracticable and that good cause
exists for making this amendment effective in fewer than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety, and we did not precede it by notice and opportunity for public
comment. We invite you to send any written relevant data, views, or
arguments about this AD. Send your comments to an address listed under
the ADDRESSES section. Include ``Docket No. FAA-2009-0361; Directorate
Identifier 2009-NM-046-AD'' at the beginning of your comments. We
specifically invite comments on the overall regulatory, economic,
environmental, and energy aspects of this AD. We will consider all
comments received by the closing date and may amend this AD because of
those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this AD.
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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2009-09-02 Bombardier, Inc. (Formerly de Havilland, Inc.): Amendment
39-15888. Docket No. FAA-2009-0361; Directorate Identifier 2009-NM-
046-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective May 6,
2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Bombardier Model DHC-8-400, DHC-8-401,
and DHC-8-402 series airplanes; certificated in any category, serial
numbers 4001, 4003, and subsequent.
Subject
(d) Air Transport Association (ATA) of America Code 32: Landing
gear.
Reason
(e) The mandatory continued airworthiness information (MCAI)
states:
Several reports have been received on failures of the aft hinge
of the main landing gear (MLG) forward stabilizer brace. Laboratory
examinations have found that the fatigue cracks were initiated from
the dowel pin hole at the aft hinge lug of the MLG forward
stabilizer brace where the stop bracket is attached. Failure of the
stabilizer brace could result in the collapse of the main landing
gear.
[[Page 18123]]
Actions and Compliance
(f) Unless already done, do the following actions:
(1) At the applicable time specified in paragraph (f)(1)(i),
(f)(1)(ii), (f)(1)(iii), or (f)(1)(iv) of this AD: Perform non-
destructive inspections for damage of the MLG forward stabilizer
brace assemblies part number (P/N) 46401-7, in accordance with
Bombardier Repair Drawing 8/4-32-099, Issue 1, dated March 10, 2009;
and Goodrich Service Concession Request 026-09, Revision B, dated
March 10, 2009. Repeat the inspection thereafter at intervals not to
exceed 2,000 flight cycles.
(i) For airplanes with MLG forward stabilizer braces that have
accumulated 12,000 or more total flight cycles as of the effective
date of this AD: Inspect within 50 flight cycles after the effective
date of this AD.
(ii) For airplanes with MLG forward stabilizer braces that have
accumulated 9,000 or more total flight cycles but fewer than 12,000
total flight cycles as of the effective date of this AD: Inspect
before the accumulation of 12,050 total flight cycles, or within 500
flight cycles after the effective date of this AD, whichever occurs
earlier.
(iii) For airplanes with MLG forward stabilizer braces that have
accumulated 4,500 or more total flight cycles but fewer than 9,000
total flight cycles as of the effective date of this AD: Inspect
before the accumulation of 9,500 total flight cycles, or within
1,500 flight cycles after the effective date of this AD, whichever
occurs earlier.
(iv) For airplanes with MLG forward stabilizer braces that have
accumulated fewer than 4,500 total flight cycles as of the effective
date of this AD: Inspect before the accumulation of 6,000 total
flight cycles.
(2) If any damage is found during any inspection required by
paragraph (f)(1) of this AD, before further flight, do all
applicable corrective actions in accordance with Goodrich Service
Concession Request 026-09, Revision B, dated March 10, 2009, except
as provided by paragraphs (f)(3), (f)(4), (f)(5), and (f)(6) of this
AD.
(3) For airplanes on which step 24. of Goodrich Service
Concession Request 026-09, Revision B, dated March 10, 2009, has
been done: Within 1,200 flight cycles after the effective date of
this AD, rework the MLG forward stabilizer brace, and except for
airplanes on which the rework has been done, within 600 flight
cycles after the effective date of this AD do a detailed visual
inspection for damage of the stabilizer brace apex lugs, in
accordance with Goodrich Service Concession Request 026-09, Revision
B, dated March 10, 2009. If any damage is found, repair before
further flight in accordance with Section C of Goodrich Service
Concession Request 026-09, Revision B, dated March 10, 2009.
(4) At the applicable time specified in paragraph (f)(4)(i),
(f)(4)(ii), or (f)(4)(iii) of this AD, replace the forward
stabilizer brace assembly, in accordance with Goodrich Service
Concession Request 026-09, Revision B, dated March 10, 2009.
(i) For airplanes on which cracking is found during any
inspection required by this AD, and the cracking exceeds the limit
specified in Section C of Goodrich Service Concession Request 026-
09, Revision B, dated March 10, 2009: Replace the assembly before
further flight.
(ii) For airplanes on which any cracking is found after the
rework specified in Section C of Goodrich Service Concession Request
026-09, Revision B, dated March 10, 2009: Replace the assembly
before further flight.
(iii) For airplanes on which no cracking is found after the
rework specified in Section C of Goodrich Service Concession Request
026-09, Revision B, dated March 10, 2009: Replace the assembly
within 2,700 flight cycles after doing the rework.
(5) If foreign object damage is found during any inspection
required by this AD, or if damage is found to a forward stabilizer
brace lug or stop bracket retention hole apex bushing, before
further flight, repair using a method approved by either the
Manager, New York Aircraft Certification Office, ANE-170, FAA; or
Transport Canada Civil Aviation (TCCA) (or its delegated agent).
(6) If any crack is found during the visual inspection under 10X
magnification, repair before further flight, in accordance with
Goodrich Service Concession Request 026-09, Revision B, dated March
10, 2009.
(7) Before the accumulation of 6,000 total flight cycles on the
MLG forward stabilizer braces, or within 600 flight hours after the
effective date of this AD, whichever occurs later: Do a detailed
visual inspection for cracking of both MLG forward stabilizer braces
and do all applicable liquid penetrant inspections for cracking, in
accordance with Bombardier Q400 All Operator Message 338, dated
February 23, 2009. Repeat the inspection thereafter at intervals not
to exceed 600 flight hours. If any cracking is found during any
inspection required by this paragraph, repair before further flight
in accordance with Bombardier Repair Drawing 8/4-32-099, Issue 1,
dated March 10, 2009; and Goodrich Service Concession Request 026-
09, Revision B, dated March 10, 2009.
(8) Submit a report of all findings of the inspections required
by paragraph (f)(1) of this AD to the Bombardier Technical Help
Desk, e-mail: thd.qseries@aero.bombardier.com; fax: (416) 375-4539;
telephone: (416) 375-4000; at the applicable time specified in
paragraph (f)(8)(i) or (f)(8)(ii) of this AD. The report must
include the information specified in sheets 3 and 4 of Bombardier
Repair Drawing 8/4-32-099, Issue 1, dated March 10, 2009.
(i) If the inspection was done on or after the effective date of
this AD: Submit the report within 10 days after the inspection.
(ii) If the inspection was accomplished prior to the effective
date of this AD: Submit the report within 10 days after the
effective date of this AD.
FAA AD Differences
Note: This AD differs from the MCAI and/or service information
as follows: No differences.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager, New
York Aircraft Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. Send information to ATTN: Jon Hjelm, Aerospace
Engineer, Airframe and Propulsion Branch, ANE-171, FAA, New York
Aircraft Certification Office, 1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone (516) 228-7323; fax (516) 794-
5531. 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 ensure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act, the
Office of Management and Budget (OMB) has approved the information
collection requirements and has assigned OMB Control Number 2120-
0056.
(4) Special Flight Permits: Special flight permits may be issued
in accordance with sections 21.197 and 21.199 of the Federal
Aviation Regulations (14 CFR 21.197 and 21.199) to operate the
airplane to a location where the airplane can be modified (if the
operator elects to do so), provided that, within 10 flight cycles
after detection of the discrepancy that requires repair, operators
perform a detailed visual inspection for cracking of both MLG
forward stabilizer braces and do all applicable non-destructive
inspections (eddy current or visual liquid penetrant inspections)
for cracking, in accordance with Bombardier Q400 All Operator
Message 338, dated February 23, 2009; and repair any cracking before
further flight in accordance with Goodrich Service Concession
Request 026-09, Revision B, dated March 10, 2009.
Related Information
(h) Refer to MCAI Canadian Emergency Airworthiness Directive CF-
2009-11, dated March 13, 2009; Bombardier Q400 All Operator Message
338, dated February 23, 2009; Bombardier Repair Drawing 8/4-32-099,
Issue 1, dated March 10, 2009; and Goodrich Service Concession
Request 026-09, Revision B, dated March 10, 2009; for related
information.
Material Incorporated by Reference
(i) You must use Bombardier Q400 All Operator Message 338, dated
February 23, 2009; Bombardier Repair Drawing 8/4-32-099, Issue 1,
dated March 10, 2009; and Goodrich Service Concession Request 026-
09, Revision B, dated March 10, 2009; as applicable; to do the
actions required by this AD, unless the AD specifies otherwise. (The
issue date of Bombardier Q400 All Operator
[[Page 18124]]
Message 338, dated February 23, 2009; and Bombardier Repair Drawing
8/4-32-099, Issue 1, dated March 10, 2009; is specified only on the
first page of the documents.) Goodrich Service Concession Request
026-09, Revision B, dated March 10, 2009, contains the following
effective pages:
------------------------------------------------------------------------
Revision
level
Page No. shown on Date shown on page
page
------------------------------------------------------------------------
1-8.............................. B March 5, 2009.
9-22............................. B March 10, 2009.
------------------------------------------------------------------------
(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 Bombardier service information identified in this AD,
contact Bombardier, Inc., 400 C[ocirc]te-Vertu Road West, Dorval,
Qu[eacute]bec H4S 1Y9, Canada; telephone 514-855-5000; fax 514-855-
7401; e-mail thd.qseries@aero.bombardier.com; Internet https://www.bombardier.com. For Goodrich service information identified in
this AD, contact Goodrich Corporation, Landing Gear, 1400 South
Service Road, West Oakville L6L 5Y7, Ontario, Canada; telephone 905-
825-1568; e-mail jean.breed@goodrich.com; Internet https://www.goodrich.com/TechPubs.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221 or 425-227-1152.
(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on April 8, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-8995 Filed 4-20-09; 8:45 am]
BILLING CODE 4910-13-P
