Airworthiness Directives; Bombardier, Inc. Airplanes, 73808-73812 [2014-28923]
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Federal Register / Vol. 79, No. 239 / Friday, December 12, 2014 / Rules and Regulations
(e) Unsafe Condition
This AD was prompted by reports of
corroded, migrated, or broken spring pins of
the girt bar floor fitting; in one case the
broken pins prevented a door escape slide
from deploying during a maintenance test.
We are issuing this AD to prevent broken or
migrated spring pins of the girt bar floor
fittings, which could result in improper
deployment of the escape slide/raft and
consequent delay and injury during
evacuation of passengers and crew from the
cabin in the event of an emergency.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Spring Pin Replacement
Within 37 months after the effective date
of this AD: Replace the spring pin at both girt
bar floor fittings at each passenger entry door
with a new spring pin, in accordance with
the Accomplishment Instructions of Boeing
Service Bulletin 777–52A0050, Revision 1,
dated August 7, 2014.
(h) Credit for Previous Actions
This paragraph provides credit for the
action specified in paragraph (g) of this AD,
if that action was performed before the
effective date of this AD using Boeing Alert
Service Bulletin 777–52A0050, dated June
18, 2013, which is not incorporated by
reference in this AD.
rljohnson on DSK3VPTVN1PROD with RULES
(i) Parts Installation Prohibition
As of the effective date of this AD, no
person may install a spring pin having part
number MS39086–261 or MS16562–252 at a
girt bar floor fitting at a passenger entry door
on any airplane.
Engineer, Cabin Safety and Environmental
Systems Branch, ANM–150S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6592; fax: 425–917–6591;
email: ana.m.hueto@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses in paragraphs (l)(3)
and (l)(4) of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Service Bulletin 777–52A0050,
Revision 1, dated August 7, 2014.
(ii) Reserved.
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P. O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com.
(4) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(5) You may view this 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/cfr/ibrlocations.html.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in
paragraph (k)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane.
Issued in Renton, WA, on November 28,
2014.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
(k) Related Information
(1) For more information about this AD,
contact Ana Martinez Hueto, Aerospace
SUMMARY:
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[FR Doc. 2014–28916 Filed 12–11–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–1029; Directorate
Identifier 2013–NM–177–AD; Amendment
39–18042; AD 2014–25–01]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2010–13–
04 for certain Bombardier, Inc. Model
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DHC–8–400 series airplanes. AD 2010–
13–04 required modifying the nose
landing gear (NLG) trailing arm. This
new AD requires installing a new pivot
pin retention mechanism. This new AD
also adds airplanes to the applicability.
This AD was prompted by a report of
several missing or damaged pivot pin
retention bolts. We are issuing this AD
to prevent failure of the pivot pin
retention bolt, which could result in a
loss of directional control or loss of a
NLG tire during take-off or landing.
DATES: This AD becomes effective
January 16, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of January 16, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of July 28, 2010 (75 FR
35622, June 23, 2010).
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov/
#!docketDetail;D=FAA-2013-1029; or in
person at the Docket Management
Facility, U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC.
For service information identified in
this AD, contact Bombardier, Inc., QSeries Technical Help Desk, 123 Garratt
Boulevard, Toronto, Ontario M3K 1Y5,
Canada; telephone 416–375–4000; fax
416–375–4539; email thd.qseries@
aero.bombardier.com; Internet https://
www.bombardier.com. You may view
this referenced service information at
the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221.
FOR FURTHER INFORMATION CONTACT:
Ricardo Garcia, Aerospace Engineer,
Airframe and Mechanical Systems
Branch, ANE–171, FAA, New York
Aircraft Certification Office, 1600
Stewart Avenue, Suite 410, Westbury,
NY 11590; telephone 516–228–7331; fax
516–794–5531.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2010–13–04,
Amendment 39–16335 (75 FR 35622,
June 23, 2010). AD 2010–13–04 applied
to certain Bombardier, Inc. Model DHC–
8–400 series airplanes. The NPRM
published in the Federal Register on
December 24, 2013 (78 FR 77615).
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Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian
Airworthiness Directive CF–2009–29R1,
dated August 14, 2013 (referred to after
this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
on certain Bombardier, Inc. Model
DHC–8–400 series airplanes. The MCAI
states:
Two in-service incidents have been
reported on DHC–8 Series 400 aircraft in
which the nose landing gear (NLG) trailing
arm pivot pin retention bolt (part number
NAS6204–13D) was damaged. One incident
involved the left hand NLG tire which
ruptured on take-off. Investigation
determined that the retention bolt failure was
due to repeated contact of the castellated nut
with the towing device including both the
towbar and the towbarless rigs. The loss of
the retention bolt allowed the pivot pin to
migrate from its normal position and resulted
in contact with and rupture of the tire. The
loss of the pivot pin could compromise
retention of the trailing arm and could result
in a loss of directional control due to loss of
nose wheel steering. The loss of an NLG tire
or the loss of directional control could
adversely affect the aircraft during take off or
landing.
To prevent the potential failure of the pivot
pin retention bolt, Bombardier Aerospace has
developed a modification which includes a
new retention bolt, a reverse orientation of
the retention bolt and a rework of the weight
on wheel (WOW) proximity sensor cover to
provide clearance for the re-oriented
retention bolt.
Since the original issue of this [Canadian]
AD [which corresponds to AD 2010–13–04,
Amendment 39–16335 (75 FR 35622, June
23, 2010)], there have been several reports of
pivot pin retention bolts found missing or
damaged. Additional investigation
determined that the failures were caused by
high contact stresses on the retention bolt
due to excessive frictional torque on the
pivot pin and an adverse tolerance condition
at the retention bolt.
Revision 1 of this [Canadian] AD mandates
the installation of a new pivot pin retention
mechanism.
rljohnson on DSK3VPTVN1PROD with RULES
You may examine the MCAI in the
AD docket on the Internet at https://
www.regulations.gov/
#!documentDetail;D=FAA-2013-10290002.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM (78 FR 77615,
December 24, 2013) and the FAA’s
response to each comment.
Request To Revise Required Actions of
Paragraph (h) of the Proposed AD (78
FR 77615, December 24, 2013)
Horizon Air requested that we revise
paragraph (h) of the proposed AD (78 FR
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77615, December 24, 2013) to refer to
only the specific section of the
Accomplishment Instructions of the
service information that specifies the
steps that correct the unsafe condition
and exclude the steps related to the setup and close-out actions. Horizon Air
stated that only Part B. of the
Accomplishment Instructions of
Bombardier Service Bulletin 84–32–110,
Revision A, dated April 8, 2013,
contains any corrective actions.
We agree with the commenter’s
request and rationale for excluding the
‘‘Job Set-Up’’ and ‘‘Close Out’’ sections
of Bombardier Service Bulletin 84–32–
110, Revision A, dated April 8, 2013.
We have revised paragraph (h) of this
AD to require accomplishment of
paragraph 3.B., ‘‘Procedure,’’ of the
Accomplishment Instructions of
Bombardier Service Bulletin 84–32–110,
Revision A, dated April 8, 2013.
Request To Provide Credit for Certain
Actions
Horizon Air requested that we revise
the proposed AD (78 FR 77615,
December 24, 2013) to provide credit for
accomplishing Goodrich Service
Bulletin 47100–32–96. Horizon Air
stated that a nose landing gear repaired
by Goodrich Landing Gear (or other
repair station) using the Goodrich
service information would not have any
Bombardier service bulletin entered into
the maintenance record as the service
information that was incorporated.
We do not agree. Paragraph (h) of this
AD requires incorporating Bombardier
Modsum 4–113749, which is entirely
contained in Bombardier Service
Bulletin 84–32–110, dated December 21,
2012; or Revision A, dated April 8,
2013; but not in Goodrich Service
Bulletin 47100–32–96. The full contents
of Bombardier Modsum 4–113749 must
be incorporated and noted in the
maintenance records. Goodrich Service
Bulletin 47100–32–96 is considered to
be a portion of the Bombardier Modsum.
Bombardier developed the Modsum in
consideration of the overall structure
and airworthiness of the system.
Paragraph (i)(2) of this AD addresses the
acceptable service information that we
have determined may be used as credit
for complying with the requirements of
paragraph (h) of this AD to incorporate
the Modsum. In addition, operators may
apply for an alternative method of
compliance (AMOC) under the
provisions of paragraph (j)(1) of this AD.
We have not changed this final rule in
this regard.
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73809
‘‘Contacting the Manufacturer’’
Paragraph in This AD
Since late 2006, we have included a
standard paragraph titled ‘‘Airworthy
Product’’ in all MCAI ADs in which the
FAA develops an AD based on a foreign
authority’s AD.
The MCAI or referenced service
information in an FAA AD often directs
the owner/operator to contact the
manufacturer for corrective actions,
such as a repair. Briefly, the Airworthy
Product paragraph allowed owners/
operators to use corrective actions
provided by the manufacturer if those
actions were FAA-approved. In
addition, the paragraph stated that any
actions approved by the State of Design
Authority (or its delegated agent) are
considered to be FAA-approved.
In the NPRM (78 FR 77615, December
24, 2013), we proposed to prevent the
use of repairs that were not specifically
developed to correct the unsafe
condition, by requiring that the repair
approval provided by the State of
Design Authority or its delegated agent
specifically refer to this FAA AD. This
change was intended to clarify the
method of compliance and to provide
operators with better visibility of repairs
that are specifically developed and
approved to correct the unsafe
condition. In addition, we proposed to
change the phrase ‘‘its delegated agent’’
to include a design approval holder
(DAH) with State of Design Authority
design organization approval (DOA), as
applicable, to refer to a DAH authorized
to approve required repairs for the
proposed AD.
No comments were provided to the
NPRM (78 FR 77615, December 24,
2013) about these proposed changes.
However, a comment was provided for
an NPRM having Directorate Identifier
2012–NM–101–AD (78 FR 78285,
December 26, 2013). The commenter
stated the following: ‘‘The proposed
wording, being specific to repairs,
eliminates the interpretation that Airbus
messages are acceptable for approving
minor deviations (corrective actions)
needed during accomplishment of an
AD mandated Airbus service bulletin.’’
This comment has made the FAA
aware that some operators have
misunderstood or misinterpreted the
Airworthy Product paragraph to allow
the owner/operator to use messages
provided by the manufacturer as
approval of deviations during the
accomplishment of an AD-mandated
action. The Airworthy Product
paragraph does not approve messages or
other information provided by the
manufacturer for deviations to the
requirements of the AD-mandated
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actions. The Airworthy Product
paragraph only addresses the
requirement to contact the manufacturer
for corrective actions for the identified
unsafe condition and does not cover
deviations from other AD requirements.
However, deviations to AD-required
actions are addressed in 14 CFR 39.17,
and anyone may request the approval
for an alternative method of compliance
to the AD-required actions using the
procedures found in 14 CFR 39.19.
To address this misunderstanding and
misinterpretation of the Airworthy
Product paragraph, we have changed the
paragraph and retitled it ‘‘Contacting the
Manufacturer.’’ This paragraph now
clarifies that for any requirement in this
AD to obtain corrective actions from a
manufacturer, the actions must be
accomplished using a method approved
by the FAA, the TCCA, or Bombardier,
Inc.’s TCCA Design Approval
Organization (DAO).
The Contacting the Manufacturer
paragraph also clarifies that, if approved
by the DAO, the approval must include
the DAO-authorized signature. The DAO
signature indicates that the data and
information contained in the document
are TCCA-approved, which is also FAAapproved. Messages and other
information provided by the
manufacturer that do not contain the
DAO-authorized signature approval are
not TCCA-approved, unless TCCA
directly approves the manufacturer’s
message or other information.
This clarification does not remove
flexibility previously afforded by the
Airworthy Product paragraph.
Consistent with long-standing FAA
policy, such flexibility was never
intended for required actions. This is
also consistent with the
recommendation of the Airworthiness
Directive Implementation Aviation
Rulemaking Committee to increase
flexibility in complying with ADs by
identifying those actions in
manufacturers’ service instructions that
are ‘‘Required for Compliance’’ with
ADs. We continue to work with
manufacturers to implement this
recommendation. But once we
determine that an action is required, any
deviation from the requirement must be
approved as an alternative method of
compliance.
Other commenters to the NPRM
having Directorate Identifier 2012–NM–
101–AD (78 FR 78285, December 26,
2013) pointed out that in many cases the
foreign manufacturer’s service bulletin
and the foreign authority’s MCAI might
have been issued some time before the
FAA AD. Therefore, the DOA might
have provided U.S. operators with an
approved repair, developed with full
awareness of the unsafe condition,
before the FAA AD is issued. Under
these circumstances, to comply with the
FAA AD, the operator would be
required to go back to the
manufacturer’s DOA and obtain a new
approval document, adding time and
expense to the compliance process with
no safety benefit.
Based on these comments, we
removed the requirement that the DAHprovided repair specifically refer to this
AD. Before adopting such a
requirement, the FAA will coordinate
with affected DAHs and verify they are
prepared to implement means to ensure
that their repair approvals consider the
unsafe condition addressed in this AD.
Any such requirements will be adopted
through the normal AD rulemaking
process, including notice-and-comment
procedures, when appropriate.
We also have decided not to include
a generic reference to either the
‘‘delegated agent’’ or ‘‘DAH with State of
Design Authority design organization
approval,’’ but instead we have
provided the specific delegation
approval granted by the State of Design
Authority for the DAH.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (78 FR
77615, December 24, 2013) for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (78 FR 77615,
December 24, 2013).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Costs of Compliance
We estimate that this AD affects 383
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Cost per
product
Parts cost
Cost on U.S.
operators
Action
Labor cost
Modification of the NLG trailing arm [retained actions
from AD 2010–13–04, Amendment 39–16335 (75
FR 35622, June 23, 2010)].
Installation of new pivot pin retention mechanism [new
required action].
3 work-hours × $85 per hour = $255
$100
$355
$135,965
2 work-hours × $85 per hour = $170
(1 )
170
65,110
rljohnson on DSK3VPTVN1PROD with RULES
1 None.
According to the manufacturer, some
of the costs of this AD may be covered
under warranty, thereby reducing the
cost impact on affected individuals. We
do not control warranty coverage for
affected individuals. As a result, we
have included all costs in our cost
estimate.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
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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
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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
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the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in
Alaska; and
4. 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.
(b) Affected ADs
This AD replaces AD 2010–13–04,
Amendment 39–16335 (75 FR 35622, June
23, 2010).
Examining the AD Docket
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
You may examine the AD docket on
the Internet at https://
www.regulations.gov/
#!docketDetail;D=FAA-2013-1029; or in
person at the Docket Management
Facility 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.
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
removing Airworthiness Directive (AD)
2010–13–04, Amendment 39–16335 (75
FR 35622, June 23, 2010), and adding
the following new AD:
rljohnson on DSK3VPTVN1PROD with RULES
■
2014–25–01 Bombardier, Inc.: Amendment
39–18042. Docket No. FAA–2013–1029;
Directorate Identifier 2013–NM–177–AD.
(a) Effective Date
This AD becomes effective January 16,
2015.
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(c) Applicability
This AD applies to Bombardier, Inc. Model
DHC–8–400, –401, and –402 airplanes,
certificated in any category, serial numbers
4001 through 4435 inclusive.
(d) Subject
Air Transport Association (ATA) of
America Code 32, Landing Gear.
(e) Reason
This AD was prompted by a report of
several missing or damaged pivot pin
retention bolts. We are issuing this AD to
prevent failure of the pivot pin retention bolt,
which could result in a loss of directional
control or a nose landing gear (NLG) tire
during take-off or landing.
(g) Retained Actions and Compliance
This paragraph restates the requirements of
paragraph (f)(1) of AD 2010–13–04,
Amendment 39–16335 (75 FR 35622, June
23, 2010), with no changes. For airplanes
having serial numbers 4001, 4003, 4004,
4006, and 4008 through 4238 inclusive:
Within 2,000 flight hours after July 28, 2010
(the effective date of AD 2010–13–04),
modify the NLG trailing arm by incorporating
Bombardier Modification Summary 4–
113599, in accordance with the
Accomplishment Instructions of Bombardier
Service Bulletin 84–32–65, Revision A, dated
March 2, 2009.
(h) New Requirement of This AD:
Installation of a New Pivot Pin Retention
Mechanism
For airplanes having serial numbers 4001
through 4435 inclusive: Within 6,000 flight
hours or 36 months after the effective date of
this AD, whichever occurs first, install a new
pivot pin retention mechanism by
incorporating Bombardier Modification
Summary 4–113749, in accordance with
paragraph 3.B., ‘‘Procedure,’’ of the
Accomplishment Instructions of Bombardier
Service Bulletin 84–32–110, Revision A,
dated April 8, 2013.
(i) Credit for Previous Actions
(1) This paragraph provides credit for
actions required by paragraph (g) of this AD,
if those actions were performed before July
28, 2010 (the effective date of AD 2010–13–
04, Amendment 39–16335 (75 FR 35622,
June 23, 2010)), using the Accomplishment
Instructions of Bombardier Service Bulletin
84–32–65, dated December 17, 2008, which
is not incorporated by reference in this AD.
(2) This paragraph provides credit for
actions required by paragraph (h) of this AD,
if those actions were performed before the
effective date of this AD using Bombardier
Service Bulletin 84–32–110, dated December
21, 2012, which is not incorporated by
reference in this AD.
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73811
(j) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, ANE–170, New York
Aircraft Certification Office (ACO), FAA, has
the authority to approve AMOCs for this AD,
if requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the ACO, send it to ATTN: Program
Manager, Continuing Operational Safety,
FAA, New York ACO, 1600 Stewart Avenue,
Suite 410, Westbury, NY 11590; telephone
516–228–7300; fax 516–794–5531. Before
using any approved AMOC, notify your
appropriate principal inspector, or lacking a
principal inspector, the manager of the local
flight standards district office/certificate
holding district office. The AMOC approval
letter must specifically reference this AD.
(2) Contacting the Manufacturer: As of the
effective date of this AD, for any requirement
in this AD to obtain corrective actions from
a manufacturer, the action must be
accomplished using a method approved by
the Manager, New York ACO, ANE–170,
Engine and Propeller Directorate, FAA; or
Transport Canada Civil Aviation (TCCA); or
Bombardier, Inc.’s TCCA Design Approval
Organization (DAO). If approved by the DAO,
the approval must include the DAOauthorized signature.
(k) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) Canadian
Airworthiness Directive CF–2009–29R1,
dated August 14, 2013, for related
information. You may examine the MCAI in
the AD docket on the Internet at https://
www.regulations.gov/
#!documentDetail;D=FAA-2013-1029-0002.
(2) Service information identified in this
AD that is not incorporated by reference in
this AD is available at the addresses specified
in paragraphs (l)(5) and (l)(6) of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless this AD specifies otherwise.
(3) The following service information was
approved for IBR on January 16, 2015.
(i) Bombardier Service Bulletin 84–32–110,
Revision A, dated April 8, 2013.
(ii) Reserved.
(4) The following service information was
approved for IBR on July 28, 2010 (75 FR
35622, June 23, 2010).
(i) Bombardier Service Bulletin 84–32–65,
Revision A, dated March 2, 2009.
(ii) Reserved.
(5) For service information identified in
this AD, contact Bombardier, Inc., Q-Series
Technical Help Desk, 123 Garratt Boulevard,
Toronto, Ontario M3K 1Y5, Canada;
telephone 416–375–4000; fax 416–375–4539;
email thd.qseries@aero.bombardier.com;
Internet https://www.bombardier.com.
E:\FR\FM\12DER1.SGM
12DER1
73812
Federal Register / Vol. 79, No. 239 / Friday, December 12, 2014 / Rules and Regulations
(6) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(7) You may view this 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/cfr/ibrlocations.html.
Issued in Renton, Washington, on
November 28, 2014.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–28923 Filed 12–11–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0567; Directorate
Identifier 2014–NM–124–AD; Amendment
39–18043; AD 2014–25–02]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
Bombardier, Inc. Model CL–600–2B19
(Regional Jet Series 100 & 440)
airplanes. This AD was prompted by
issuance of revised certification
maintenance requirements for the
horizontal stabilizer trim actuator
(HSTA). This AD requires revising the
maintenance or inspection program. We
are issuing this AD to detect and correct
premature wear and cracking of the
HSTAs, which could result in reduced
structural integrity and reduced control
of the airplane due to the failure of
system components.
DATES: This AD becomes effective
January 16, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of January 16, 2015.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov/
#!documentDetail;D=FAA-2014-0567 or
in person at the Docket Management
Facility, U.S. Department of
Transportation, Docket Operations, M–
rljohnson on DSK3VPTVN1PROD with RULES
SUMMARY:
VerDate Sep<11>2014
14:38 Dec 11, 2014
Jkt 235001
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC.
For service information identified in
this AD, contact Bombardier, Inc., 400
ˆ
´
Cote-Vertu Road West, Dorval, Quebec
H4S 1Y9, Canada; telephone 514–855–
5000; fax 514–855–7401; email thd.crj@
aero.bombardier.com; Internet https://
www.bombardier.com. You may view
this referenced service information at
the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221.
FOR FURTHER INFORMATION CONTACT:
Cesar Gomez, Aerospace Engineer,
Airframe and Mechanical Systems
Branch, ANE–171, FAA, New York
Aircraft Certification Office, 1600
Stewart Avenue, Suite 410, Westbury,
NY 11590; telephone 516–228–7318; fax
516–794–5531.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain Bombardier, Inc. Model
CL–600–2B19 (Regional Jet Series 100 &
440) airplanes. The NPRM published in
the Federal Register on August 14, 2014
(79 FR 47594).
Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian
Airworthiness Directive CF–2014–13,
dated April 17, 2014 (referred to after
this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for certain Bombardier, Inc. Model CL–
600–2B19 (Regional Jet Series 100 &
440) airplanes. The MCAI states:
A revision has been made to Part 2 of the
Canadair Regional Jet Maintenance
Requirements Manual (MRM), Appendix A—
Certification Maintenance Requirements
[CMR] which introduces a new task for the
HSTA. Failure to comply with the CMR task
could lead to an unsafe condition.
This [Canadian] AD is issued to ensure that
premature wear and cracking of the affected
components are detected and corrected. [This
condition could result in reduced structural
integrity and reduced control of the airplane
due to the failure of system components.]
You may examine the MCAI in the
AD docket on the Internet at https://
www.regulations.gov/
#!documentDetail;D=FAA-2014-05670002.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM (79
PO 00000
Frm 00012
Fmt 4700
Sfmt 4700
FR 47594, August 14, 2014) or on the
determination of the cost to the public.
Conclusion
We reviewed the relevant data and
determined that air safety and the
public interest require adopting this AD
as proposed except for minor editorial
changes. We have determined that these
minor changes:
• Are consistent with the intent that
was proposed in the NPRM (79 FR
47594, August 14, 2014) for correcting
the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (79 FR 47594,
August 14, 2014).
Costs of Compliance
We estimate that this AD affects 416
airplanes of U.S. registry.
We also estimate that it will take
about 1 work-hour per product to
comply with the basic requirements of
this AD. The average labor rate is $85
per work-hour. Required parts will cost
about $0 per product. Based on these
figures, we estimate the cost of this AD
on U.S. operators to be $35,360, or $85
per product.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs,’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in ‘‘Subtitle VII,
Part A, Subpart III, Section 44701:
General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We determined that this AD will not
have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
E:\FR\FM\12DER1.SGM
12DER1
]]>Agencies
[Federal Register Volume 79, Number 239 (Friday, December 12, 2014)]
[Rules and Regulations]
[Pages 73808-73812]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-28923]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-1029; Directorate Identifier 2013-NM-177-AD;
Amendment 39-18042; AD 2014-25-01]
RIN 2120-AA64
Airworthiness Directives; Bombardier, Inc. Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2010-13-04 for
certain Bombardier, Inc. Model DHC-8-400 series airplanes. AD 2010-13-
04 required modifying the nose landing gear (NLG) trailing arm. This
new AD requires installing a new pivot pin retention mechanism. This
new AD also adds airplanes to the applicability. This AD was prompted
by a report of several missing or damaged pivot pin retention bolts. We
are issuing this AD to prevent failure of the pivot pin retention bolt,
which could result in a loss of directional control or loss of a NLG
tire during take-off or landing.
DATES: This AD becomes effective January 16, 2015.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 16,
2015.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of July
28, 2010 (75 FR 35622, June 23, 2010).
ADDRESSES: You may examine the AD docket on the Internet at https://www.regulations.gov/#!docketDetail;D=FAA-2013-1029; or in person at the
Docket Management Facility, U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC.
For service information identified in this AD, contact Bombardier,
Inc., Q-Series Technical Help Desk, 123 Garratt Boulevard, Toronto,
Ontario M3K 1Y5, Canada; telephone 416-375-4000; fax 416-375-4539;
email thd.qseries@aero.bombardier.com; Internet https://www.bombardier.com. You may view this referenced service information at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton,
WA. For information on the availability of this material at the FAA,
call 425-227-1221.
FOR FURTHER INFORMATION CONTACT: Ricardo Garcia, Aerospace Engineer,
Airframe and Mechanical Systems Branch, ANE-171, FAA, New York Aircraft
Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, NY
11590; telephone 516-228-7331; fax 516-794-5531.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2010-13-04, Amendment 39-16335 (75 FR 35622,
June 23, 2010). AD 2010-13-04 applied to certain Bombardier, Inc. Model
DHC-8-400 series airplanes. The NPRM published in the Federal Register
on December 24, 2013 (78 FR 77615).
[[Page 73809]]
Transport Canada Civil Aviation (TCCA), which is the aviation
authority for Canada, has issued Canadian Airworthiness Directive CF-
2009-29R1, dated August 14, 2013 (referred to after this as the
Mandatory Continuing Airworthiness Information, or ``the MCAI''), to
correct an unsafe condition on certain Bombardier, Inc. Model DHC-8-400
series airplanes. The MCAI states:
Two in-service incidents have been reported on DHC-8 Series 400
aircraft in which the nose landing gear (NLG) trailing arm pivot pin
retention bolt (part number NAS6204-13D) was damaged. One incident
involved the left hand NLG tire which ruptured on take-off.
Investigation determined that the retention bolt failure was due to
repeated contact of the castellated nut with the towing device
including both the towbar and the towbarless rigs. The loss of the
retention bolt allowed the pivot pin to migrate from its normal
position and resulted in contact with and rupture of the tire. The
loss of the pivot pin could compromise retention of the trailing arm
and could result in a loss of directional control due to loss of
nose wheel steering. The loss of an NLG tire or the loss of
directional control could adversely affect the aircraft during take
off or landing.
To prevent the potential failure of the pivot pin retention
bolt, Bombardier Aerospace has developed a modification which
includes a new retention bolt, a reverse orientation of the
retention bolt and a rework of the weight on wheel (WOW) proximity
sensor cover to provide clearance for the re-oriented retention
bolt.
Since the original issue of this [Canadian] AD [which
corresponds to AD 2010-13-04, Amendment 39-16335 (75 FR 35622, June
23, 2010)], there have been several reports of pivot pin retention
bolts found missing or damaged. Additional investigation determined
that the failures were caused by high contact stresses on the
retention bolt due to excessive frictional torque on the pivot pin
and an adverse tolerance condition at the retention bolt.
Revision 1 of this [Canadian] AD mandates the installation of a
new pivot pin retention mechanism.
You may examine the MCAI in the AD docket on the Internet at https://www.regulations.gov/#!documentDetail;D=FAA-2013-1029-0002.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (78
FR 77615, December 24, 2013) and the FAA's response to each comment.
Request To Revise Required Actions of Paragraph (h) of the Proposed AD
(78 FR 77615, December 24, 2013)
Horizon Air requested that we revise paragraph (h) of the proposed
AD (78 FR 77615, December 24, 2013) to refer to only the specific
section of the Accomplishment Instructions of the service information
that specifies the steps that correct the unsafe condition and exclude
the steps related to the set-up and close-out actions. Horizon Air
stated that only Part B. of the Accomplishment Instructions of
Bombardier Service Bulletin 84-32-110, Revision A, dated April 8, 2013,
contains any corrective actions.
We agree with the commenter's request and rationale for excluding
the ``Job Set-Up'' and ``Close Out'' sections of Bombardier Service
Bulletin 84-32-110, Revision A, dated April 8, 2013. We have revised
paragraph (h) of this AD to require accomplishment of paragraph 3.B.,
``Procedure,'' of the Accomplishment Instructions of Bombardier Service
Bulletin 84-32-110, Revision A, dated April 8, 2013.
Request To Provide Credit for Certain Actions
Horizon Air requested that we revise the proposed AD (78 FR 77615,
December 24, 2013) to provide credit for accomplishing Goodrich Service
Bulletin 47100-32-96. Horizon Air stated that a nose landing gear
repaired by Goodrich Landing Gear (or other repair station) using the
Goodrich service information would not have any Bombardier service
bulletin entered into the maintenance record as the service information
that was incorporated.
We do not agree. Paragraph (h) of this AD requires incorporating
Bombardier Modsum 4-113749, which is entirely contained in Bombardier
Service Bulletin 84-32-110, dated December 21, 2012; or Revision A,
dated April 8, 2013; but not in Goodrich Service Bulletin 47100-32-96.
The full contents of Bombardier Modsum 4-113749 must be incorporated
and noted in the maintenance records. Goodrich Service Bulletin 47100-
32-96 is considered to be a portion of the Bombardier Modsum.
Bombardier developed the Modsum in consideration of the overall
structure and airworthiness of the system. Paragraph (i)(2) of this AD
addresses the acceptable service information that we have determined
may be used as credit for complying with the requirements of paragraph
(h) of this AD to incorporate the Modsum. In addition, operators may
apply for an alternative method of compliance (AMOC) under the
provisions of paragraph (j)(1) of this AD. We have not changed this
final rule in this regard.
``Contacting the Manufacturer'' Paragraph in This AD
Since late 2006, we have included a standard paragraph titled
``Airworthy Product'' in all MCAI ADs in which the FAA develops an AD
based on a foreign authority's AD.
The MCAI or referenced service information in an FAA AD often
directs the owner/operator to contact the manufacturer for corrective
actions, such as a repair. Briefly, the Airworthy Product paragraph
allowed owners/operators to use corrective actions provided by the
manufacturer if those actions were FAA-approved. In addition, the
paragraph stated that any actions approved by the State of Design
Authority (or its delegated agent) are considered to be FAA-approved.
In the NPRM (78 FR 77615, December 24, 2013), we proposed to
prevent the use of repairs that were not specifically developed to
correct the unsafe condition, by requiring that the repair approval
provided by the State of Design Authority or its delegated agent
specifically refer to this FAA AD. This change was intended to clarify
the method of compliance and to provide operators with better
visibility of repairs that are specifically developed and approved to
correct the unsafe condition. In addition, we proposed to change the
phrase ``its delegated agent'' to include a design approval holder
(DAH) with State of Design Authority design organization approval
(DOA), as applicable, to refer to a DAH authorized to approve required
repairs for the proposed AD.
No comments were provided to the NPRM (78 FR 77615, December 24,
2013) about these proposed changes. However, a comment was provided for
an NPRM having Directorate Identifier 2012-NM-101-AD (78 FR 78285,
December 26, 2013). The commenter stated the following: ``The proposed
wording, being specific to repairs, eliminates the interpretation that
Airbus messages are acceptable for approving minor deviations
(corrective actions) needed during accomplishment of an AD mandated
Airbus service bulletin.''
This comment has made the FAA aware that some operators have
misunderstood or misinterpreted the Airworthy Product paragraph to
allow the owner/operator to use messages provided by the manufacturer
as approval of deviations during the accomplishment of an AD-mandated
action. The Airworthy Product paragraph does not approve messages or
other information provided by the manufacturer for deviations to the
requirements of the AD-mandated
[[Page 73810]]
actions. The Airworthy Product paragraph only addresses the requirement
to contact the manufacturer for corrective actions for the identified
unsafe condition and does not cover deviations from other AD
requirements. However, deviations to AD-required actions are addressed
in 14 CFR 39.17, and anyone may request the approval for an alternative
method of compliance to the AD-required actions using the procedures
found in 14 CFR 39.19.
To address this misunderstanding and misinterpretation of the
Airworthy Product paragraph, we have changed the paragraph and retitled
it ``Contacting the Manufacturer.'' This paragraph now clarifies that
for any requirement in this AD to obtain corrective actions from a
manufacturer, the actions must be accomplished using a method approved
by the FAA, the TCCA, or Bombardier, Inc.'s TCCA Design Approval
Organization (DAO).
The Contacting the Manufacturer paragraph also clarifies that, if
approved by the DAO, the approval must include the DAO-authorized
signature. The DAO signature indicates that the data and information
contained in the document are TCCA-approved, which is also FAA-
approved. Messages and other information provided by the manufacturer
that do not contain the DAO-authorized signature approval are not TCCA-
approved, unless TCCA directly approves the manufacturer's message or
other information.
This clarification does not remove flexibility previously afforded
by the Airworthy Product paragraph. Consistent with long-standing FAA
policy, such flexibility was never intended for required actions. This
is also consistent with the recommendation of the Airworthiness
Directive Implementation Aviation Rulemaking Committee to increase
flexibility in complying with ADs by identifying those actions in
manufacturers' service instructions that are ``Required for
Compliance'' with ADs. We continue to work with manufacturers to
implement this recommendation. But once we determine that an action is
required, any deviation from the requirement must be approved as an
alternative method of compliance.
Other commenters to the NPRM having Directorate Identifier 2012-NM-
101-AD (78 FR 78285, December 26, 2013) pointed out that in many cases
the foreign manufacturer's service bulletin and the foreign authority's
MCAI might have been issued some time before the FAA AD. Therefore, the
DOA might have provided U.S. operators with an approved repair,
developed with full awareness of the unsafe condition, before the FAA
AD is issued. Under these circumstances, to comply with the FAA AD, the
operator would be required to go back to the manufacturer's DOA and
obtain a new approval document, adding time and expense to the
compliance process with no safety benefit.
Based on these comments, we removed the requirement that the DAH-
provided repair specifically refer to this AD. Before adopting such a
requirement, the FAA will coordinate with affected DAHs and verify they
are prepared to implement means to ensure that their repair approvals
consider the unsafe condition addressed in this AD. Any such
requirements will be adopted through the normal AD rulemaking process,
including notice-and-comment procedures, when appropriate.
We also have decided not to include a generic reference to either
the ``delegated agent'' or ``DAH with State of Design Authority design
organization approval,'' but instead we have provided the specific
delegation approval granted by the State of Design Authority for the
DAH.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (78 FR 77615, December 24, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 77615, December 24, 2013).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Costs of Compliance
We estimate that this AD affects 383 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Modification of the NLG trailing arm 3 work-hours x $85 per $100 $355 $135,965
[retained actions from AD 2010-13- hour = $255.
04, Amendment 39-16335 (75 FR
35622, June 23, 2010)].
Installation of new pivot pin 2 work-hours x $85 per (\1\) 170 65,110
retention mechanism [new required hour = $170.
action].
----------------------------------------------------------------------------------------------------------------
\1\ None.
According to the manufacturer, some of the costs of this AD may be
covered under warranty, thereby reducing the cost impact on affected
individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all costs in our cost
estimate.
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
[[Page 73811]]
the States, on the relationship between the national government and the
States, or on the distribution of power and responsibilities among the
various levels of government.
For the reasons discussed above, I certify that this AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in Alaska; and
4. 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.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov/#!docketDetail;D=FAA-2013-1029; or in person at the
Docket Management Facility 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.
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
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 removing Airworthiness Directive (AD)
2010-13-04, Amendment 39-16335 (75 FR 35622, June 23, 2010), and adding
the following new AD:
2014-25-01 Bombardier, Inc.: Amendment 39-18042. Docket No. FAA-
2013-1029; Directorate Identifier 2013-NM-177-AD.
(a) Effective Date
This AD becomes effective January 16, 2015.
(b) Affected ADs
This AD replaces AD 2010-13-04, Amendment 39-16335 (75 FR 35622,
June 23, 2010).
(c) Applicability
This AD applies to Bombardier, Inc. Model DHC-8-400, -401, and -
402 airplanes, certificated in any category, serial numbers 4001
through 4435 inclusive.
(d) Subject
Air Transport Association (ATA) of America Code 32, Landing
Gear.
(e) Reason
This AD was prompted by a report of several missing or damaged
pivot pin retention bolts. We are issuing this AD to prevent failure
of the pivot pin retention bolt, which could result in a loss of
directional control or a nose landing gear (NLG) tire during take-
off or landing.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Actions and Compliance
This paragraph restates the requirements of paragraph (f)(1) of
AD 2010-13-04, Amendment 39-16335 (75 FR 35622, June 23, 2010), with
no changes. For airplanes having serial numbers 4001, 4003, 4004,
4006, and 4008 through 4238 inclusive: Within 2,000 flight hours
after July 28, 2010 (the effective date of AD 2010-13-04), modify
the NLG trailing arm by incorporating Bombardier Modification
Summary 4-113599, in accordance with the Accomplishment Instructions
of Bombardier Service Bulletin 84-32-65, Revision A, dated March 2,
2009.
(h) New Requirement of This AD: Installation of a New Pivot Pin
Retention Mechanism
For airplanes having serial numbers 4001 through 4435 inclusive:
Within 6,000 flight hours or 36 months after the effective date of
this AD, whichever occurs first, install a new pivot pin retention
mechanism by incorporating Bombardier Modification Summary 4-113749,
in accordance with paragraph 3.B., ``Procedure,'' of the
Accomplishment Instructions of Bombardier Service Bulletin 84-32-
110, Revision A, dated April 8, 2013.
(i) Credit for Previous Actions
(1) This paragraph provides credit for actions required by
paragraph (g) of this AD, if those actions were performed before
July 28, 2010 (the effective date of AD 2010-13-04, Amendment 39-
16335 (75 FR 35622, June 23, 2010)), using the Accomplishment
Instructions of Bombardier Service Bulletin 84-32-65, dated December
17, 2008, which is not incorporated by reference in this AD.
(2) This paragraph provides credit for actions required by
paragraph (h) of this AD, if those actions were performed before the
effective date of this AD using Bombardier Service Bulletin 84-32-
110, dated December 21, 2012, which is not incorporated by reference
in this AD.
(j) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager, ANE-
170, New York Aircraft Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the ACO, send it to ATTN: Program Manager, Continuing
Operational Safety, FAA, New York ACO, 1600 Stewart Avenue, Suite
410, Westbury, NY 11590; telephone 516-228-7300; fax 516-794-5531.
Before using any approved AMOC, notify your appropriate principal
inspector, or lacking a principal inspector, the manager of the
local flight standards district office/certificate holding district
office. The AMOC approval letter must specifically reference this
AD.
(2) Contacting the Manufacturer: As of the effective date of
this AD, for any requirement in this AD to obtain corrective actions
from a manufacturer, the action must be accomplished using a method
approved by the Manager, New York ACO, ANE-170, Engine and Propeller
Directorate, FAA; or Transport Canada Civil Aviation (TCCA); or
Bombardier, Inc.'s TCCA Design Approval Organization (DAO). If
approved by the DAO, the approval must include the DAO-authorized
signature.
(k) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) Canadian Airworthiness Directive CF-2009-29R1, dated August
14, 2013, for related information. You may examine the MCAI in the
AD docket on the Internet at https://www.regulations.gov/#!documentDetail;D=FAA-2013-1029-0002.
(2) Service information identified in this AD that is not
incorporated by reference in this AD is available at the addresses
specified in paragraphs (l)(5) and (l)(6) of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(3) The following service information was approved for IBR on
January 16, 2015.
(i) Bombardier Service Bulletin 84-32-110, Revision A, dated
April 8, 2013.
(ii) Reserved.
(4) The following service information was approved for IBR on
July 28, 2010 (75 FR 35622, June 23, 2010).
(i) Bombardier Service Bulletin 84-32-65, Revision A, dated
March 2, 2009.
(ii) Reserved.
(5) For service information identified in this AD, contact
Bombardier, Inc., Q-Series Technical Help Desk, 123 Garratt
Boulevard, Toronto, Ontario M3K 1Y5, Canada; telephone 416-375-4000;
fax 416-375-4539; email thd.qseries@aero.bombardier.com; Internet
https://www.bombardier.com.
[[Page 73812]]
(6) You may view this service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
(7) You may view this 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/cfr/ibr-locations.html.
Issued in Renton, Washington, on November 28, 2014.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-28923 Filed 12-11-14; 8:45 am]
BILLING CODE 4910-13-P
