Federal Register / Vol. 82, No. 1 / Tuesday, January 3, 2017 / Rules and Regulations 7 

(h) Corrective Actions 

If any defect (e.g., rifling, gouging, nicks, or 

burrs, or excessive surface roughness) is 

found in any fastener hole (other than 

normally produced during a typical reaming 

operation), during accomplishment of any 

inspection (related investigative actions) 

required by this AD, and Boeing Alert 

Service Bulletin 767–53A0267, Revision 1, 

dated August 4, 2016, specifies to contact 

Boeing for repair instructions: Before further 

flight, repair in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

(i) Exception to the Service Information 

Where Boeing Alert Service Bulletin 767– 

53A0267, Revision 1, dated August 4, 2016, 

specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified time after the effective date of this 

AD. 

(j) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (g) and (h) of 

this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin 767–53A0267, 

dated August 13, 2015; which is not 

incorporated by reference in this AD. 

(k) 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 (l) 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, 

modification, or alteration 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. 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 (k)(4)(i) and (k)(4)(ii) 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. If a step or sub-step is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

sub-step. 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. 

(l) Related Information 

For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6447; fax: 425– 

917–6590; email: wayne.lockett@faa.gov. 

(m) 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 767– 

53A0267, Revision 1, dated August 4, 2016. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster Blvd., 

MC 110–SK57, Seal Beach, CA 90740; 

telephone 562–797–1717; 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, Washington, on 

November 25, 2016. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–29678 Filed 12–30–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–0457; Directorate 

Identifier 2015–NM–084–AD; Amendment 

39–18751; AD 2016–25–25] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2012–11– 

15 for all BAE Systems (Operations) 

Limited Model 4101 airplanes. AD 

2012–11–15 required a one-time 

detailed inspection for cracks, 

corrosion, and other defects of the rear 

face of the wing rear spar, and repair if 

necessary. This new AD requires 

repetitive detailed inspections, and 

repair if necessary. This AD was 

prompted by new reports of cracking 

found in the wing rear spar and 

technical analysis results, which 

confirmed that the crack initiation and 

propagation are due to fatigue, with no 

indication of any other crack initiation 

mechanism (e.g., stress corrosion). We 

are issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective February 7, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 7, 2017. 

ADDRESSES: For service information 

identified in this final rule, contact BAE 

Systems (Operations) Limited, Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; fax +44 

1292 675704; email RApublications@

baesystems.com; Internet http://

www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 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– 

0457. 


sradovich on DSK3GMQ082PROD with RULES
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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– 

0457; 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 (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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1175; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2012–11–15, 

Amendment 39–17079 (77 FR 36127, 

June 18, 2012) (‘‘AD 2012–11–15’’). AD 

2012–11–15 applied to all BAE Systems 

(Operations) Limited Model 4101 

airplanes. The NPRM published in the 

Federal Register on January 21, 2016 

(81 FR 3350) (‘‘the NPRM’’). The NPRM 

was prompted by new reports of 

cracking found in the wing rear spar and 

technical analysis results, which 

confirmed that the crack initiation and 

propagation are due to fatigue, with no 

indication of any other crack initiation 

mechanism (e.g., stress corrosion). The 

NPRM proposed to require a one-time 

detailed inspection for cracks, 

corrosion, and other defects of the rear 

face of the wing rear spar, and repair if 

necessary. The NPRM also proposed to 

require repetitive detailed inspections, 

and repair if necessary. We are issuing 

this AD to detect and correct cracking in 

the wing rear spar, which could 

propagate to a critical length, possibly 

affecting the structural integrity of the 

area and resulting in a fuel tank rupture, 

with consequent damage to the airplane 

and possible injury to its occupants. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2015–0100, dated June 3, 2015 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for all BAE Systems 

(Operations) Limited Model 4101 

airplanes. The MCAI states: 

During an investigation of a fuel leak on 

the rear spar of a Jetstream 4100 aeroplane, 

4 cracks were found between Ribs 6 and 7 

(immediately inboard of the inboard engine 

rib). The cracks initiated at adjacent fastener 

bores in the rear spar upper boom, and 

progressed downwards, diagonally, into the 

rear spar web. 

These cracks, if not detected and corrected, 

could propagate to a critical length, affecting 

the structural integrity of the area, possibly 

resulting in a fuel tank rupture with 

consequent damage to the aeroplane and 

injury to occupants. 

Prompted by these findings, EASA issued 

AD 2011–0096 [which corresponds to FAA 

AD 2012–11–15, Amendment 39–17079 (77 

FR 36127, June 18, 2012)] to require a onetime [detailed] inspection [for cracks, 

corrosion, and other defects] of the rear face 

of the wing rear spar and the 

accomplishment of applicable corrective 

actions [i.e., repair], depending on findings. 

Initial analysis of the event did not lead to 

the conclusion that the cracking was fatigue 

related, therefore [EASA] AD 2011–0096 did 

not require repetitive inspections. 

Since that [EASA] AD [2011–0096] was 

issued, the results of the technical analysis 

confirmed that the cracks were due to fatigue, 

with no indication of any other crack 

initiation mechanism (e.g. stress corrosion). 

In addition, further similar in-service events 

have been reported. During investigation of 

those events, further metallurgical analysis 

indicated that the crack initiation and 

propagation are indeed fatigue driven and 

occur at the same location. 

To address this unsafe condition, a review 

of the inspection interval was undertaken 

based on the cracks from both aeroplanes and 

BAE Systems (Operations) Ltd issued Service 

Bulletin (SB) J41–A57–029 Revision 3 in 

order to reduce the inspection interval of the 

wing rear spar from 2 000 flight cycles (FC) 

to 1 600 FC. 

For the reasons described above, this 

[EASA] AD supersedes [EASA] AD 2011– 

0096, without retaining its requirements, 

introduces repetitive inspections and, 

depending on findings, requires the 

accomplishments of applicable corrective 

action(s) [i.e., repair]. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

0457. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Explanation of Change in This AD 

The NPRM incorrectly referred to 

Subject 57–00–00, Wings General, of 

Chapter 57, Wings, of the BAE Systems 

(Operations) Limited Jetstream Series 

4100 Structural Repair Manual (SRM), 

Volume 1, Revision 32, dated October 

15, 2014, for damage criteria and repair 

instructions. We have revised this final 

rule to refer to Chapter 57 of the SRM 

instead of Subject 57–00–00. 

Conclusion 

We reviewed the available 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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

BAE Systems (Operations) Limited 

has issued Alert Service Bulletin J41– 

A57–029, Revision 3, dated April 8, 

2014. The service information describes 

detailed inspections for cracks, 

corrosion, and other defects of the rear 

face of the wing rear spars. 

BAE Systems (Operations) Limited 

also has issued Chapter 57, Wings, of 

the Jetstream Series 4100 SRM, Volume 

1, Publication Ref. No. (Transmittal No.) 

SA 4–4100/SRM/400, Revision 32, 

dated October 15, 2014. Among other 

actions, Chapter 57 describes damage 

criteria and procedures for repairing the 

wing structure. 

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 15 

airplanes of U.S. registry. 

We also estimate that it takes up to 25 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD on U.S. operators to be 

up to $31,875, or up to $2,125 per 

product. 

We have received no definitive data 

that enables us to provide a cost 

estimate for the on-condition actions 

(repairing cracks, corrosion, and defects) 

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: 


sradovich on DSK3GMQ082PROD with RULES
Federal Register / Vol. 82, No. 1 / Tuesday, January 3, 2017 / Rules and Regulations 9 

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: 

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. 

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) 

2012–11–15, Amendment 39–17079 (77 

FR 36127, June 18, 2012), and adding 

the following new AD: 

2016–25–25 Bombardier: Amendment 39– 

18751; Docket No. FAA–2016–0457; 

Directorate Identifier 2015–NM–084–AD. 

(a) Effective Date 

This AD is effective February 7, 2017. 

(b) Affected ADs 

This AD replaces AD 2012–11–15, 

Amendment 39–17079 (77 FR 36127, June 

18, 2012) (‘‘AD 2012–11–15’’). 

(c) Applicability 

This AD applies to BAE (Operations) 

Limited Model 4101 airplanes, certificated in 

any category, all models and all serial 

numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by new reports of 

cracking found in the wing rear spar and 

technical analysis results, which confirmed 

that the crack initiation and propagation are 

due to fatigue, with no indication of any 

other crack initiation mechanism (e.g., stress 

corrosion). We are issuing this AD to detect 

and correct cracking in the wing rear spar, 

which could propagate to a critical length, 

possibly affecting the structural integrity of 

the area and resulting in a fuel tank rupture, 

with consequent damage to the airplane and 

possible injury to its occupants. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Inspections and Repair 

Within 30 days after the effective date of 

this AD, or within 1,600 flight cycles since 

the most recent detailed inspection was done 

as specified in BAE Systems Alert Service 

Bulletin J41–A57–029, whichever occurs 

later: Do a detailed inspection for cracks, 

corrosion, and other defects (defects include 

scratches, dents, holes, damage to fastener 

holes, or damage to surface protection and 

finish) of the rear face of the wing rear spars, 

in accordance with the Accomplishment 

Instructions of BAE Systems Alert Service 

Bulletin J41–A57–029, Revision 3, dated 

April 8, 2014. Repeat the inspection 

thereafter at intervals not to exceed 1,600 

flight cycles. 

(1) If any cracking, corrosion, or other 

defect is found within the criteria defined in 

Chapter 57, Wings, of the Jetstream Series 

4100 Structural Repair Manual (SRM), 

Volume 1, Publication Ref. No. (Transmittal 

No.) SA 4–4100/SRM/400, Revision 32, dated 

October 15, 2014 (‘‘Chapter 57 of the SRM’’): 

Before further flight, repair the affected area, 

in accordance with the repair instructions of 

Chapter 57 of the SRM. 

(2) If any cracking, corrosion, or other 

defect is found exceeding the criteria defined 

in Chapter 57 of the SRM: Before further 

flight, repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA); or 

BAE Systems (Operations) Limited’s EASA 

Design Organization Approval (DOA). 

(h) Repair Does Not Constitute Terminating 

Action Except for Certain Repairs 

Accomplishment of a repair as required by 

paragraphs (g)(1) and (g)(2) of this AD, does 

not constitute terminating action for the 

repetitive inspections required by paragraph 

(g) of this AD, unless the approved repair 

required by paragraph (g)(2) of this AD states 

otherwise (e.g., the approved repair states the 

repair terminates the inspections for the 

repaired area only). 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1175; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 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, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or BAE Systems (Operations) 

Limited’s EASA DOA. If approved by the 

DOA, the approval must include the DOAauthorized signature. 

(j) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2015–0100, dated 

June 3, 2015, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2016–0457. 

(k) 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. 

(i) BAE Systems Alert Service Bulletin J41– 

A57–029, Revision 3, dated April 8, 2014. 

(ii) Chapter 57, Wings, of the BAE Systems 

(Operations) Limited Jetstream Series 4100 

Structural Repair Manual, Volume 1, 

Publication Ref. No. (Transmittal No.) SA 4– 


sradovich on DSK3GMQ082PROD with RULES
10 Federal Register / Vol. 82, No. 1 / Tuesday, January 3, 2017 / Rules and Regulations 

4100/SRM/400, Revision 32, dated October 

15, 2014. 

(3) For service information identified in 

this AD, contact BAE Systems (Operations) 

Limited, Customer Information Department, 

Prestwick International Airport, Ayrshire, 

KA9 2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; fax +44 1292 

675704; email RApublications@

baesystems.com; Internet http://

www.baesystems.com/Businesses/

RegionalAircraft/index.htm. 

(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, Washington, on 

December 6, 2016. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–30412 Filed 12–30–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–8180; Directorate 

Identifier 2016–NM–083–AD; Amendment 

39–18760; AD 2016–26–02] 

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–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, Model CL–600–2D15 

(Regional Jet Series 705) airplanes, 

Model CL–600–2D24 (Regional Jet 

Series 900) airplanes, and Model CL– 

600–2E25 (Regional Jet Series 1000) 

airplanes. This AD was prompted by a 

determination that the protective 

polyurethane tapes applied to the upper 

surfaces of the aluminum and titanium 

floor structural members may overhang 

the profiles of the floor structural parts 

and may allow fire propagation below 

the floor structure. This AD requires an 

inspection of the polyurethane 

protective tapes installed on the floor 

structure for excess tape or incorrect 

tape installation, and corrective actions 

if necessary. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective February 7, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of February 7, 2017. 

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– 

8180. 

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– 

8180; 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: 

Fabio Buttitta, 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: 516–228–7303; 

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) airplanes, Model CL–600– 

2D15 (Regional Jet Series 705) airplanes, 

Model CL–600–2D24 (Regional Jet 

Series 900) airplanes, and Model CL– 

600–2E25 (Regional Jet Series 1000) 

airplanes. The NPRM published in the 

Federal Register on July 28, 2016 (81 FR 

49577) (‘‘the NPRM’’). The NPRM was 

prompted by a determination that the 

protective polyurethane tapes applied to 

the upper surfaces of the aluminum and 

titanium floor structural members may 

not be trimmed properly, and on some 

places may overhang the profiles of the 

floor structural parts. Subsequent tests 

revealed that the overhanging pieces of 

tapes that are not bonded to the 

structure do not meet the flammability 

requirements and may allow fire 

propagation below the floor structure. 

The NPRM proposed to require an 

inspection of the polyurethane 

protective tapes installed on the floor 

structure for excess tape or incorrect 

tape installation, and corrective actions 

if necessary. We are issuing this AD to 

detect and correct overhanging pieces of 

protective polyurethane tapes, which 

are not bonded to the structure and do 

not meet the flammability requirements; 

this condition may allow fire 

propagation below the floor structure. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian AD 

CF–2016–14, dated May 18, 2016 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for certain Bombardier, Inc. 

Model CL–600–2C10 (Regional Jet 

Series 700, 701, & 702) airplanes, Model 

CL–600–2D15 (Regional Jet Series 705) 

airplanes, Model CL–600–2D24 

(Regional Jet Series 900) airplanes, and 

Model CL–600–2E25 (Regional Jet Series 

1000) airplanes. The MCAI states: 

An inspection revealed that the protective 

polyurethane tapes applied to the upper 

surfaces of the aluminum and titanium floor 

structural members installed on CRJ 700/900/ 

1000 aeroplanes may not be trimmed 

properly and on some places may overhang 

the profiles of the floor structural parts. 

Subsequent tests revealed that the 

overhanging pieces of tapes which are not 

bonded to the structure, do not meet the 

flammability requirements. If not corrected, 

this condition may allow fire propagation 

below the floor structure. 

This [Canadian] AD was issued to mandate 

the [detailed] inspection and removal of any 

excessive pieces of overhanging tape [or 

replacing incorrectly installed tape] found on 

the floor structure. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

8180. 


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