Electrical relays: Final rule -- Bombardier CL-600-2B19 (regional jet series 100 and 440) airplanes.

May 12, 2006 FR Doc. 06-4311 Docket No. FAA-2006-23936

This airworthiness directive (AD) requires an inspection of the manufacturer's date code on certain electrical relays to identify defective Leach TDH-series electrical relays and replacement of identified relays. There has been a report of defective electrical relays affecting emergency equipment. FAA wants to prevent the malfunction of emergency equipment (such as the passenger oxygen system, the thrust reverse control system, and the auxiliary power unit fire detection, warning, and extinguishing system) during an emergency.

This AD becomes effective June 16, 2006.

There are 753 affect U.S. airplanes; the total costs of inspections for each plane will be $1,690.

>>Contacts: Bombardier, Inc., Canadair, Aerospace Group, P.O. Box 6087, Station Centre-ville, Montreal, Quebec H3C 3G9, Canada; Wing Chan, FAA, (516) 228- 7311<<

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Flaps: Final rule -- Boeing 767-200, -300, and -300F series airplanes.

May 15, 2006 FR Doc. 06-4423 Docket No. FAA-2005-22529

This AD supercedes an older AD that requires repetitive inspections of the lubrication passage and link assembly joint in the inboard and outboard flaps of the trailing edge for discrepancies, and corrective action if necessary. This new AD requires new inspections for cracking or severe wear of the bearings of the link assembly, inspections of any link assembly not previously inspected for damage, and corrective actions if necessary. This AD also ends the existing repetitive inspections for certain airplanes, and extends the repetitive interval for the existing repetitive inspections and the compliance time for the corrective action on certain other airplanes. This AD also provides an optional terminating action. There have been reports indicating fractured bearings of the link assembly joint in the inboard and outboard flaps of the trailing edge. Failure of the bearings in the link assembly joint could result in separation of the inboard or outboard flap and consequent loss of control of the airplane.

This AD becomes effective June 19, 2006.

Inspections conducted under part 1 of Boeing Alert Service Bulletin 767-27A0167 would cost $390 per plane for 332 U.S. airplanes; part 2 inspections (a new requirement) would cost $1,105 per plane for up to 332 airplanes; part 3 inspections (a new requirement) would cost $520 per plane per inspection on about 371 U.S. airplanes. The optional termination action would cost about $5,380 per airplane.

>>Contacts: Boeing Commercial Airplanes, P.O. Box 3707, Seattle, WA 98124-2207; Candice Gerretsen, FAA, (425) 917-6428<<

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Firewalls: Final rule -- Airbus A330-223, -321, -322, and -323 airplanes.

May 16, 2006 FR Doc. 06-4504 Docket No. FAA-2004-19982

This AD requires repetitive inspections of the firewall of the lower aft pylon fairing (LAPF), and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. There have been reports of cracking of the LAPF firewall, which could reduce the effectiveness of the firewall and result in an uncontrolled engine fire.

This AD becomes effective June 20, 2006.

There are 20 affected U.S. airplanes; the optional terminating action will cost $120,910 per airplane. >>Contacts: Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; Tim Backman, FAA, (425) 227-2797<<

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Fuel tank ignition source: Final rule -- Embraer EMB-120, -120ER, -120FC, -120QC, and -120RT airplanes.

May 16, 2006 FR Doc. 06-4502 Docket No. FAA-2006-24120

This AD requires replacing the protective tubes and conduits of the wiring harnesses of the refueling vent and pilot valves with non-conductive hoses; modifying the harness wiring and supports; and rerouting the harnesses to prevent interference with adjacent strobe light connectors; as applicable. This AD results from a fuel system review conducted by the manufacturer. FAA wants to prevent a potential source of ignition near a fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion.

This AD becomes effective June 20, 2006.

This will affect 180 U.S. airplanes; the estimated cost for U.S. operators is between $146,700 and $1,393,020, or between $815 and $7,739 per airplane.

>>Contacts: Embraer, P.O. Box 343--CEP 12.225, Sao Jose dos Campos--SP, Brazil; Dan Rodina, FAA, (425) 227-2125<<

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FAA enforcement: Final rule -- Revisions to the civil penalty inflation adjustment rule and tables.

May 16, 2006 FR Doc. 06-4524 Docket No. FAA-2002-11483

This rule updates information in the FAA's regulations on certain civil monetary penalties authorized for violations of statutes and regulations the agency enforces in accordance with legislation enacted since the last update. The rule also includes references to additional and revised statutes and regulations. Also, the rule makes inflation- based adjustments to civil penalties. Finally, it makes a technical correction to conform regulatory language on the inflation adjustment process to the provisions of the applicable statute.

This amendment becomes effective June 15, 2006.

>>Contact: Joyce Redos, FAA, (202) 267-3137; joyce.redos@faa.gov<<

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Horizontal Stabilizers: -- Boeing 747 airplanes.

May 17, 2006 FR Doc. 06-4541 Docket No. FAA-2005-22510

FAA is superseding two existing ADs; one AD is applicable to all 747 airplanes and the other is applicable to certain 747s. The first AD currently requires repetitive inspections for cracking of the upper skin of the horizontal stabilizer center section and the rear spar upper chord, and repair if necessary. The other AD currently requires repetitive inspections for cracking of the upper skin of the outboard and center sections of the horizontal stabilizer and the rear spar structure, hinge fittings, terminal fittings, and splice plates; and repair if necessary. This new AD adds, for certain airplanes, repetitive inspections for cracking of the outboard and center sections of the horizontal stabilizer and repair if necessary. For certain other airplanes, this new AD adds a detailed inspection to determine the type of fasteners, related investigative actions, and repair if necessary. This new AD also revises the compliance times for certain inspections and adds alternative inspections for cracking of the upper skin of the center section and rear spar upper chord. There have been reports of cracking in the outboard and center section of the aft upper skin of the horizontal stabilizer, the rear spar chord, rear spar web, terminal fittings, and splice plates; and a report of fractured and cracked steel fasteners. Such cracking could lead to reduced structural capability of the outboard and center sections of the horizontal stabilizer.

This AD becomes effective June 21, 2006.

This affects 227 airplanes of U.S. registry; inspection costs could range up to $4,160 per airplane, per inspection cycle.

>>Contacts: Boeing, P.O. Box 3707, Seattle, WA 98124-2207; Nicholas Kusz, FAA, (425) 917-6432<<

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Main landing gear bay area: Supplemental NPRM, reopening of comment period --Airbus A300 B2 and B4 series airplanes; and A300 B4-600, B4-600R, and F4-600R airplanes, and C4-605R variant F airplanes (collectively called A300-600 series airplanes).

May 17, 2006 FR Doc. E6-7477 Docket No. FAA-2006-23690

FAA is revising an earlier NPRM for an AD, which would have superseded two existing ADs. One existing AD requires an inspection for cracks of the lower outboard flange of gantry No. 4 in the main landing gear (MLG) bay area, and repair if necessary. The other AD currently requires, among other actions, repetitive inspections of the gantry lower flanges, and repair if necessary. The original NPRM proposed to require new repetitive inspections for cracks in the lower flange of certain gantries, and repair if necessary, which ends the existing inspection requirements. The original NPRM also provided for optional terminating actions for the new repetitive inspections. This new action revises the original NPRM by including additional airplanes that were excluded from the applicability. FAA wants to detect and correct fatigue cracks in the lower flanges of gantries 1 through 5 inclusive in the MLG bay area, which could result in reduced structural integrity of the fuselage.

Comments are due June 12.

This affects 165 airplanes of U.S. registry; individual repairs can range up to $9,670 per airplane. >>Contacts: Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; Thomas Stafford, FAA, (425) 227-1622<<

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Center and wing fuel tanks: NPRM -- Airbus A300, A310, A300 B4-600, B4-600R, and F4-600R series airplanes; and C4-605R variant F (collectively called A300-600 series airplanes).

May 17, 2006 FR Doc. E6-7481 Docket No. FAA-2006-24779

This proposed AD would require an inspection of the wing and center fuel tanks to determine if certain P-clips are installed and corrective action if necessary. This proposed AD also would require an inspection of electrical bonding points of certain equipment in the center fuel tank for the presence of a blue coat and related investigative and corrective actions if necessary. This proposed AD also would require installation of new bonding leads and electrical bonding points on certain equipment in the wing, center, and trim fuel tanks, as necessary. FAA wants to ensure continuous electrical bonding protection of equipment in the wing, center, and trim fuel tanks and to prevent damage to wiring in the wing and center fuel tanks, due to failed P-clips used for retaining the wiring and pipes, which could result in a possible fuel ignition source in the fuel tanks.

Comments are due June 16.

For 29 A300 planes, costs could reach $20,800 per plane; for 63 A310s, costs could reach $40,140 per plane; and for 102 planes in the A300-600 series, costs could reach $32,140 per plane.

>>Contacts: Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; Tom Stafford, FAA, (425) 227-1622<<

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Main landing gear: NPRM -- McDonnell Douglas DC-10-10 and DC-10-10F, DC-10-15, DC-10-30 and DC-10-30F (KC-10A and KDC-10), DC-10-40 and DC-10-40F, MD-10- 10F and MD-10-30F, and MD-11 and MD-11F airplanes.

May 17, 2006 FR Doc. E6-7475 Docket No. FAA-2006-24787

This proposed AD would require fabrication and installation of a wire harness guard in the right wheel well of the MLG, and related investigative and corrective actions as necessary. For certain airplanes, this also would require replacement of the electrical connectors of the auxiliary hydraulic pumps with improved electrical connectors and related investigative and corrective actions. FAA wants to prevent damage to the wire support bracket and wiring of the auxiliary hydraulic pump and, for certain airplanes, water intrusion through the electrical connectors of the auxiliary hydraulic pump. These conditions could lead to a potential ignition source in the right wheel well of the MLG around the fuel tank.

Comments are due July 3.

This affects 303 airplanes of U.S. registry; repairs could total about $433,000 for the fleet.

>>Contacts: Boeing, Long Beach Division, 3855 Lakewood Boulevard, Long Beach, CA 90846, Attention: Data and Service Management, Dept. C1-L5A (D800-0024); Ken Sujishi, FAA, (562) 627-5353<<