Federal Register / Vol. 79, No. 177 / Friday, September 12, 2014 / Rules and Regulations 54577 

establish a standard for resistance to 

potential tire debris impacts to the 

contiguous wing surfaces and require 

consideration of possible secondary 

effects of a tire impact, such as the 

induced pressure wave that was a factor 

in the Concorde accident. It takes into 

account that new construction methods 

and materials will not necessarily yield 

debris resistance that has historically 

been shown as adequate. The standard 

in these special conditions is based on 

the defined tire impact areas and tire 

fragment characteristics. 

In addition, despite practical design 

considerations, some uncommon debris 

larger than that defined in paragraph 2 

may cause a fuel leak within the defined 

area, so paragraph 3 of these special 

conditions also takes into consideration 

possible leakage paths. Fuel tank 

surfaces of typical transport airplanes 

have thick aluminum construction in 

the tire debris impact areas that is 

tolerant to tire debris larger than that 

defined in paragraph 2 of these special 

conditions. Consideration of leaks 

caused by larger tire fragments is 

needed to ensure that an adequate level 

of safety is provided. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–14–03–SC for the Bombardier 

Aerospace CSeries airplanes was 

published in the Federal Register on 

June 3, 2014, (79 FR 31886). No 

comments were received, and the 

special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the BD– 

500–1A10 and BD–500–1A11 series 

airplanes. Should Bombardier 

Aerospace apply at a later date for a 

change to the type certificate to include 

another model on the same type 

certificate incorporating the same novel 

or unusual design feature, these special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

series of airplanes. It is not a rule of 

general applicability. 

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 Bombardier Aerospace Models 

BD–500–1A10 and BD–500–1A11 series 

airplanes. 

Tire Debris Impacts to Fuel Tanks 

1. Impacts by tire debris to any fuel 

tank or fuel system component located 

within 30 degrees to either side of wheel 

rotational planes may not result in 

penetration or otherwise induce fuel 

tank deformation, rupture (for example, 

through propagation of pressure waves), 

or cracking sufficient to allow a 

hazardous fuel leak. A hazardous fuel 

leak results if debris impact to a fuel 

tank surface causes a— 

a. Running leak, 

b. Dripping leak, or 

c. Leak that, 15 minutes after wiping 

dry, results in a wetted airplane surface 

exceeding 6 inches in length or 

diameter. 

The leak must be evaluated under 

maximum fuel head pressure. 

2. Compliance with paragraph 1 must 

be shown by analysis or tests assuming 

all of the following: 

a. The tire debris fragment size is 1 

percent of the tire mass. 

b. The tire debris fragment is 

propelled at a tangential speed that 

could be attained by a tire tread at the 

airplane flight manual airplane 

rotational speed (VR at maximum gross 

weight). 

c. The tire debris fragment load is 

distributed over an area on the fuel tank 

surface equal to 11⁄2 percent of the total 

tire tread area. 

3. Fuel leaks caused by impact from 

tire debris larger than that specified in 

paragraph 2, from any portion of a fuel 

tank or fuel system component located 

within the tire debris impact area 

defined in paragraph 1, may not result 

in hazardous quantities of fuel entering 

any of the following areas of the 

airplane: 

a. Engine inlet, 

b. Auxiliary power unit inlet, or 

c. Cabin air inlet. 

This must be shown by test or 

analysis, or a combination of both, for 

each approved engine forward thrust 

condition and each approved reverse 

thrust condition. 

Issued in Renton, Washington, on 

September 3, 2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–21786 Filed 9–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0647; Directorate 

Identifier 2014–CE–027–AD; Amendment 

39–17967; AD 2014–18–03] 

RIN 2120–AA64 

Airworthiness Directives; APEX 

Aircraft Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for APEX 

Aircraft Model R 3000/160 airplanes. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) issued by the aviation authority 

of another country to identify and 

correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as small pieces of 

paint from the engine air intake box 

blocking the engine carburetor. We are 

issuing this AD to require actions to 

address the unsafe condition on these 

products. 

DATES: This AD is effective October 17, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 17, 2014. 

We must receive comments on this 

AD by October 27, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact CEAPR, Bureau de 

Navigabilite ́, 1 route de Troyes, 21121 

DAROIS—France, telephone: (33) 380 

35 25 22; fax: (33) 380 35 25 25; email: 

www.info@ceapr.com; internet: http://

ceapr.com/. You may review copies of 

the referenced service information at the 

FAA, Small Airplane Directorate, 901 

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54578 Federal Register / Vol. 79, No. 177 / Friday, September 12, 2014 / Rules and Regulations 

Locust, Kansas City, Missouri 64106. 

For information on the availability of 

this material at the FAA, call (816) 329– 

4148. 

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–2014– 

0647; 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 in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sarjapur Nagarajan, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4145; fax: (816) 329–4090; email: 

sarjapur.nagarajan@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued MCAI EASA AD 

No. 2014–0155, dated July 2, 2014 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states: 

An accident occurred on a DR 400 

aeroplane during take-off phase. Technical 

investigations showed paint adherence 

defects inside the engine air intake box, Part 

Number 56.15.01.000. It was determined that 

the engine carburettor had been blocked by 

small pieces of paint from the engine air 

intake box, so that the engine could not 

deliver its maximum power and the 

performance of the aeroplane, notably during 

take-off, had been significantly degraded. 

This condition, if not detected and 

corrected, could lead to an engine failure, 

possibly resulting in loss of control of the 

aeroplane. 

To initially address this issue, DGAC 

France published AD 1999–053 (later 

revised) to require inspection of the engine 

air intake box. After that AD was issued, 

cohesion defects were found inside the 

laminated air ducting from engine filter to 

engine air intake box. Prompted by these 

findings, DGAC France issued AD 1999–470 

to require inspection of the engine laminated 

air ducting. 

Since DGAC France AD 1999–053 R1 and 

AD 1999–470 were issued, several engine 

failures and malfunctions have occurred due 

to the same root causes. Consequently, 

CEAPR issued SB N° 161 Revision 3 to 

provide more detailed inspection and 

replacement instructions. 

For the reasons described above, this AD 

retains the requirements of DGAC France AD 

1999–053 R1 and AD 1999–470, which are 

superseded, and requires repetitive 

inspections and, depending on findings, 

replacement of the engine air intake box and 

engine air ducting in accordance with the 

revised instructions. 

You may examine the MCAI on the 

Internet at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–0647. 

Relevant Service Information 

CEAPR has issued Mandatory Service 

Bulletin Number 161R3, dated 

September 6, 2012. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of the AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because there are no airplanes 

currently on the U.S. registry and thus, 

does not have any impact upon the 

public. Therefore, we find that notice 

and opportunity for prior public 

comment are unnecessary. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2014–0647; 

Directorate Identifier 2014–CE–027– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Costs of Compliance 

We estimate that this AD will affect 0 

products of U.S. registry. We also 

estimate that it would 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. 

Based on these figures, we estimate 

the cost of the AD on U.S. operators to 

be $0, or $0 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 1 work-hour and require parts 

costing $2,970, for a cost of $3,055 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

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: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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Federal Register / Vol. 79, No. 177 / Friday, September 12, 2014 / Rules and Regulations 54579 

(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 adding 

the following new AD: 

2014–18–03 APEX Aircraft: Amendment 

39–17967; Docket No. FAA–2014–0647; 

Directorate Identifier 2014–CE–027–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective October 17, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to APEX Aircraft Models 

R 3000/160 airplanes, all serial numbers, 

certificated in any category. 

(d) Subject 

Air Transport Association of America 

(ATA) Code 73: Engine Fuel & Control. 

(e) Reason 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

issued by the aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as paint 

adherence defects inside the engine air intake 

box leading to small pieces of paint from the 

engine air intake box blocking the engine 

carburetor. We are issuing this AD to detect 

and correct paint adherence defects inside 

the engine air intake box leading to small 

pieces of paint from the engine air intake box 

blocking the engine carburetor. This 

condition, if not detected and corrected, 

could lead to an engine failure, possibly 

resulting in loss of control. 

(f) Actions and Compliance 

Unless already done, do the following 

actions, as specified in paragraphs (f)(1) 

through (f)(4) of this AD: 

(1) Within 110 hours time-in-service (TIS) 

after October 17, 2014 (the effective date of 

this AD) and repetitively thereafter at 

intervals not to exceed 110 hours TIS, 

accomplish a visual and tactile inspection of 

the engine air intake box (including the 

deflection flap) and the engine air ducting 

(including the area located downstream of 

the filter) following the Accomplishment 

Instructions section of CEAPR Mandatory 

Service Bulletin Number 161R3, dated 

September 6, 2012. 

(2) If any paint damage such as bubbling, 

blistering, peeled off areas or paint 

detachment is found during any inspection 

required by paragraph (f)(1) of this AD, before 

further flight, replace each damaged part 

with an airworthy part following the 

Accomplishment Instructions section of 

CEAPR Mandatory Service Bulletin Number 

161R3, dated September 6, 2012. 

(3) Replacement of damaged parts on an 

airplane, as required by paragraph (f)(2) of 

this AD, does not constitute terminating 

action for the repetitive inspections required 

by paragraph (f)(1) of this AD for that 

airplane. 

(4) As of October 17, 2014 (the effective 

date of this AD), do not install on any 

airplane a painted engine air intake box or 

repaired engine air ducting. 

(g) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Sarjapur Nagarajan, Aerospace 

Engineer, FAA, Small Airplane Directorate, 

901 Locust, Room 301, Kansas City, Missouri 

64106; telephone: (816) 329–4145; fax: (816) 

329–4090; email: sarjapur.nagarajan@

faa.gov. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(h) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA) AD No. 2014–0155, dated 

July 2, 2014, for related information. You 

may examine the MCAI on the Internet at 

http://www.regulations.gov by searching for 

and locating Docket No. FAA–2014–0647. 

(i) 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) CEAPR Mandatory Service Bulletin 

Number 161R3, dated September 6, 2012. 

Note 1 to paragraph (i)(2)(i) of this AD: 

The service bulletin contains French to 

English translation. EASA used the English 

translation in referencing the document from 

CEAPR. For enforceability purposes, we will 

cite references to the CEAPR service 

information as it appears on the document. 

(ii) Reserved. 

(3) For CEAPR service information 

identified in this AD, contact CEAPR, Bureau 

de Navigabilite ́, 1 route de Troyes, 21121 

DAROIS–France, telephone: (33) 380 35 25 

22; fax: (33) 380 35 25 25; email: www.info@

ceapr.com; internet: http://ceapr.com/. 

(4) You may view this service information 

at the FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

(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 Kansas City, Missouri, on August 

29, 2014. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2014–21270 Filed 9–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0088; Directorate 

Identifier 2011–NM–233–AD; Amendment 

39–17703; AD 2013–25–07] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2007–18– 

09 for all Airbus Model A318, A319, 

A320, and A321 series airplanes. AD 

2007–18–09 required repetitive 

inspections of the upper support of the 

nose landing gear (NLG), and related 

investigative and corrective actions if 

necessary; and also provided an 

optional terminating action for the 

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