Federal Register / Vol. 81, No. 146 / Friday, July 29, 2016 / Rules and Regulations 49873 

21, 1986), specifically note that seats 

were excluded ‘‘because the recently 

adopted standards for flammability of 

seat cushions will greatly inhibit 

involvement of the seats.’’ 

Subsequently, the Final Rule at 

Amendment 25–83 (60 FR 6615, March 

6, 1995) clarified the definition of 

minimum panel size: ‘‘It is not possible 

to cite a specific size that will apply in 

all installations; however, as a general 

rule, components with exposed surface 

areas of one square foot or less may be 

considered small enough that they do 

not have to meet the new standards. 

Components with exposed surface areas 

greater than two square feet may be 

considered large enough that they do 

have to meet the new standards. Those 

with exposed surface areas greater than 

one square foot, but less than two square 

feet, must be considered in conjunction 

with the areas of the cabin in which 

they are installed before a determination 

could be made.’’ 

In the late 1990s, the FAA issued 

Policy Memorandum 97–112–39, 

‘‘Guidance for Flammability Testing of 

Seat/Console Installations,’’ October 17, 

1997 (http://rgl.faa.gov). That memo 

was issued when it became clear that 

seat designs were evolving to include 

large, non-metallic panels with surface 

areas that would impact survivability 

during a cabin-fire event, comparable to 

partitions or galleys. The memo noted 

that large-surface-area panels must 

comply with heat-release and smokeemission requirements, even if they 

were attached to a seat. If the FAA had 

not issued such policy, seat designs 

could have been viewed as a loophole 

to the airworthiness standards that 

would result in an unacceptable 

decrease in survivability during a cabinfire event. 

In October of 2004, an issue was 

raised regarding the appropriate 

flammability standards for passenger 

seats that incorporated non-traditional, 

large, non-metallic panels in lieu of the 

traditional metal covered by fabric. The 

FAA Seattle Aircraft Certification Office 

and Transport Standards Staff reviewed 

this design, and determined that it 

represented the kind and quantity of 

material that should be required to pass 

the heat-release and smoke-emissions 

requirements. The FAA has determined 

that special conditions would be issued 

to apply the standards defined in 14 

CFR 25.853(d) to seats with large, nonmetallic panels in their design. 

Traditional seat panels would not be 

covered by the special conditions. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

ATR–42–200/–300/–320/–500 and 

ATR–72–102/–202/–212/–212A 

airplanes. Should ATR apply at a later 

date for a change to the type certificate 

to include another model incorporating 

the same novel or unusual design 

feature, these special conditions would 

apply to that model as well. These 

special conditions apply to new seatcertification programs. Previously 

approved seats are not affected by these 

special conditions. 

Conclusion 

This action affects only certain novel 

or unusual design features on two 

model series of airplanes. It is not a rule 

of general applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon publication in 

the Federal Register. The FAA is 

requesting comments to allow interested 

persons to submit views that may not 

have been submitted in response to the 

prior opportunities for comment 

described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for ATR Model ATR– 

42–200/–300/–320/–500 and ATR–72– 

102/–202/–212/–212A airplanes for new 

seat-certification programs. 

1. Compliance with 14 CFR part 25 

Appendix F, parts IV and V, ‘‘Heat 

release and smoke emission,’’ is 

required for seats that incorporate nontraditional, large, non-metallic panels 

that may be either a single component 

or multiple components in a 

concentrated area in their design. 

2. The applicant may designate up to 

and including 1.5 square feet of nontraditional, non-metallic panel material 

per seat place that does not have to 

comply with special condition 1, above. 

A triple seat assembly may have a total 

of 4.5 square feet excluded on any 

portion of the assembly (e.g., outboard 

seat place, 1 sq. ft.; middle, 1 sq. ft.; and 

inboard, 2.5 sq. ft.) 

3. Seats need not meet the test 

requirements of 14 CFR part 25 

Appendix F, parts IV and V, when 

installed in compartments that are not 

otherwise required to meet these 

requirements. Examples include 

airplanes: 

a. With passenger capacities of 19 or 

fewer; 

b. that do not have smoke-emission 

and heat-release test requirements in 

their certification basis, and that are not 

required by 14 CFR 121.312 to conduct 

such tests; or 

c. that are exempted from smokeemission and heat-release testing. 

Issued in Renton, Washington, on July 21, 

2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–17846 Filed 7–28–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–3700; Directorate 

Identifier 2015–NM–171–AD; Amendment 

39–18595; AD 2016–15–04] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 757–200 and 

–200CB series airplanes. This AD was 

prompted by an evaluation by the 

design approval holder (DAH) 

indicating that the lap splices at stringer 

S–14R, lower fastener row, are subject to 

widespread fatigue damage (WFD). This 

AD requires external dual frequency 

eddy current (DFEC) or internal high 

frequency eddy current (HFEC) 

inspections of the lap splice, inner skin 


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49874 Federal Register / Vol. 81, No. 146 / Friday, July 29, 2016 / Rules and Regulations 

fasteners, at stringer S–14R, station 

(STA) 440 through STA 540, and 

corrective action if necessary. We are 

issuing this AD to detect and correct 

cracking of the fuselage skin lap splice. 

Such cracking could result in reduced 

structural integrity of the airplane. 

DATES: This AD is effective September 2, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 2, 2016. 

ADDRESSES: For service information 

identified in this final rule, 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. 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. It is also available 

on the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3700. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3700; 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 address for the 

Docket Office (phone: 800–647–5527) is 

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 20590. 

FOR FURTHER INFORMATION CONTACT: Eric 

Schrieber, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 

562–627–5348; fax: 562–627–5210; 

email: eric.schrieber@faa.gov. 

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 all The Boeing Company Model 

757–200 and –200CB series airplanes. 

The NPRM published in the Federal 

Register on March 1, 2016 (81 FR 

10533) (‘‘the NPRM’’). The NPRM was 

prompted by an evaluation by the DAH 

indicating that the lap splices at stringer 

S–14R, lower fastener row, are subject to 

WFD. The NPRM proposed to require 

repetitive external DFEC or internal 

HFEC inspections of the lap splice, 

inner skin fasteners, at stringer S–14R, 

STA 440 through STA 540, and 

corrective action if necessary. We are 

issuing this AD to detect and correct 

cracking of the fuselage skin lap splice. 

Such cracking could result in reduced 

structural integrity of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. Boeing 

indicated its support for the NPRM. 

Request for Updated Service 

Information 

United Airlines generally concurred 

with the NPRM, but requested that 

repairs be incorporated into a 

subsequent revision of Boeing Alert 

Service Bulletin 757–53A0102, dated 

October 8, 2015. According to United 

Airlines, the lack of certain approved 

repairs adds a significant level of 

burden on the operators. 

We acknowledge United Airlines’ 

comment and concerns. We have been 

advised that Boeing is working on 

revising the referenced service 

information to include repair 

information, but Boeing cannot provide 

a fixed date when the next revision will 

be published. To delay this AD until 

this service information is available is 

inappropriate since we have determined 

that an unsafe condition exists and that 

inspections must be conducted to 

ensure continued safety. If the updated 

service information is approved and 

published, any operator may request 

approval of an alternative method of 

compliance (AMOC) as specified in 

paragraph (j) of this AD. We may also 

consider further rulemaking after 

reviewing any updated service 

information. We have not changed this 

AD regarding this issue. 

Request To Add Exclusion to the 

Service Information 

United Airlines requested that the 

note under step 3.B.1. of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 757–53A0102, 

dated October 8, 2015, be changed so 

that any FAA-approved repair that 

meets the minimum 3 rows on either 

side of the lap splice would qualify as 

exempt from the initial and repeat 

inspections. United Airlines stated that 

this change would remove the need to 

request approval of an AMOC. 

The FAA does not make changes to 

service bulletins. The commenter’s 

request could be incorporated into the 

AD, but we do not agree with the 

requested change because each existing 

repair affected by this AD needs to be 

evaluated in accordance with paragraph 

(g) of this AD. For any repair in the 

affected area, operators may request 

approval of an AMOC as specified in 

paragraph (j) of this AD. We have not 

changed this AD regarding this issue. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

accomplishing the supplemental type 

certificate (STC) ST01518SE does not 

affect the actions specified in the 

NPRM. 

We agree with the commenter. We 

have redesignated paragraph (c) of the 

NPRM as (c)(1) and added new 

paragraph (c)(2) to this final rule to state 

that installation of STC ST01518SE does 

not affect the ability to accomplish the 

actions required by this final rule. 

Therefore, for airplanes on which STC 

ST01518SE is installed, a ‘‘change in 

product’’ AMOC approval request is not 

necessary to comply with the 

requirements of 14 CFR 39.17. 

Clarification of Service Information 

Exception 

Paragraph (h)(2) of the NPRM 

describes a standard service information 

exception; however that exception does 

not apply to Boeing Alert Service 

Bulletin 757–53A0102, dated October 8, 

2015. Therefore, we have removed 

paragraph (h)(2) of the NPRM from this 

AD. 

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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 


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Federal Register / Vol. 81, No. 146 / Friday, July 29, 2016 / Rules and Regulations 49875 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 757–53A0102, dated October 8, 

2015. The service information describes 

procedures for performing repetitive 

external DFEC or internal HFEC 

inspections of the lap splice, inner skin 

fasteners, at stringer S–14R, STA 440— 

STA 540, and corrective action if 

necessary. This service information is 

reasonably available because the 

interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 572 

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 

Option 1: External DFEC inspection.4 work-hours × $85 per hour = 

$340 per inspection cycle.

$0 ......... $340 per inspection cycle ........ $194,480 per inspection cycle. 

Option 2: Internal HFEC inspection.10 work-hours × $85 per hour 

= $850 per inspection cycle.

$0 ......... $850 per inspection cycle ........ $486,200 per inspection cycle. 

We have received no definitive data 

that will enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

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: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2016–15–04 The Boeing Company: 

Amendment 39–18595; Docket No. 

FAA–2016–3700; Directorate Identifier 

2015–NM–171–AD. 

(a) Effective Date 

This AD is effective September 2, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to all The Boeing 

Company Model 757–200 and –200CB series 

airplanes, certificated in any category. 

(2) Installation of Supplemental Type 

Certificate (STC) ST01518SE (http:// 

rgl.faa.gov/Regulatory_and_Guidance

_Library/rgSTC.nsf/0/38B6068

33BBD98B386257FAA00602538?Open

Document&Highlight=st01518se) does not 

affect the ability to accomplish the actions 

required by this AD. Therefore, for airplanes 

on which STC ST01518SE is installed, a 

‘‘change in product’’ alternative method of 

compliance (AMOC) approval request is not 

necessary to comply with the requirements of 

14 CFR 39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder indicating that 

the lap splices at stringer S–14R, lower 

fastener row, are subject to widespread 

fatigue damage. We are issuing this AD to 

detect and correct cracking of the fuselage 

skin lap splice. Such cracking could result in 

reduced structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections 

At the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–53A0102, dated 

October 8, 2015, except as required by 

paragraph (h) of this AD: Do an external dual 

frequency eddy current inspection or internal 

high frequency eddy current inspection for 

cracking of the lap splice, inner skin lower 

fastener row, at stringer S–14R, station (STA) 

440 through STA 540, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–53A0102, dated October 

8, 2015. Repeat either inspection thereafter at 

the time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–53A0102, dated October 8, 

2015. 

(h) Service Information Exceptions 

Where Boeing Alert Service Bulletin 757– 

53A0102, dated October 8, 2015, specifies a 

compliance time ‘‘after the original issue date 

of this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(i) Repair 

If any crack is found during any inspection 

required by this AD, before further flight, 

repair using a method approved in 


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49876 Federal Register / Vol. 81, No. 146 / Friday, July 29, 2016 / Rules and Regulations 

accordance with the procedures specified in 

paragraph (j) of this AD. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles 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) of this AD. Information may be 

emailed to: 9-ANM-LAACO-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, 

modification, or alteration required by this 

AD if it is approved by the Boeing 

Commercial Airplanes ODA that has been 

authorized by the Manager, Los Angeles 

ACO, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) Except as required by paragraph (h) of 

this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (j)(4)(i) and (j)(4)(ii) of this AD 

apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(k) Related Information 

For more information about this AD, 

contact Eric Schrieber, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles ACO, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5348; fax: 562–627–5210; email: 

eric.schrieber@faa.gov. 

(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 Alert Service Bulletin 757– 

53A0102, dated October 8, 2015. 

(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. 

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. 

(4) 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. 

(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, Washington, on July 21, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–17861 Filed 7–28–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–5463; Directorate 

Identifier 2016–NM–013–AD; Amendment 

39–18598; AD 2016–15–07] 

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–600–2C10 

(Regional Jet Series 700, 701, & 702), 

Model CL–600–2D15 (Regional Jet 

Series 705), Model CL–600–2D24 

(Regional Jet Series 900), and Model 

CL–600–2E25 (Regional Jet Series 1000) 

airplanes. This AD was prompted by 

reports of corrosion found on the slat 

and flap torque tubes in the slat and flap 

control system. This AD requires 

replacement of the slat and flap torque 

tubes in the slat and flap control system. 

We are issuing this AD to prevent 

rupture of a corroded slat or flap torque 

tube. This condition could result in an 

inoperative slat or flap system and 

consequent reduced controllability of 

the airplane. 

DATES: This AD is effective September 2, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 2, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Bombardier, Inc., 400 Coˆte-Vertu Road 

West, Dorval, Que ́bec H4S 1Y9, Canada; 

Widebody Customer Response Center 

North America toll-free telephone: 1– 

866–538–1247 or direct-dial telephone: 

1–514–855–2999; fax: 514–855–7401; 

email: ac.yul@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. It is also 

available on the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

5463. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

5463; 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 Office (telephone: 800–647– 

5527) is 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 20590. 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office (ACO), 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–600–2C10 (Regional Jet Series 700, 

701, & 702), Model CL–600–2D15 

(Regional Jet Series 705), Model CL– 

600–2D24 (Regional Jet Series 900), and 

Model CL–600–2E25 (Regional Jet Series 


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