73808 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. 

(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. 

(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. 

(k) Related Information 

(1) For more information about this AD, 

contact Ana Martinez Hueto, Aerospace 

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: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, WA, on November 28, 

2014. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[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 

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 http://

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 http://

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. 

You may examine the MCAI in the 

AD docket on the Internet at http://

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 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. 

‘‘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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73810 Federal Register / Vol. 79, No. 239 / Friday, December 12, 2014 / Rules and Regulations 

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

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Modification of the NLG trailing arm [retained actions 

from AD 2010–13–04, Amendment 39–16335 (75 

FR 35622, June 23, 2010)].

3 work-hours × $85 per hour = $255 $100 $355 $135,965 

Installation of new pivot pin retention mechanism [new 

required action].

2 work-hours × $85 per hour = $170 (1) 170 65,110 

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 


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Federal Register / Vol. 79, No. 239 / Friday, December 12, 2014 / Rules and Regulations 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 http://

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: 

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 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 http://

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 http://www.bombardier.com. 


rljohnson on DSK3VPTVN1PROD with RULES
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: http://

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 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: 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 http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0567 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., 400 

Coˆte-Vertu Road West, Dorval, Que ́bec 

H4S 1Y9, Canada; telephone 514–855– 

5000; fax 514–855–7401; email thd.crj@

aero.bombardier.com; Internet http://

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 http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0567- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (79 

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: 


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