Federal Register / Vol. 80, No. 201 / Monday, October 19, 2015 / Proposed Rules 63147 

(d) Comments Due Date 

We must receive comments by December 

18, 2015. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

Before further flight: 

(1) Revise the airspeed operating limitation 

in the Limitations section of the Rotorcraft 

Flight Manual (RFM) by making pen and ink 

changes or by inserting a copy of this AD into 

the RFM stating: ‘‘The never-exceed speed 

(VNE) is limited to 150 knots indicated 

airspeed (KIAS)’’ and ‘‘The rate-of-descent 

(R/D) must not exceed 1,500 ft/min when the 

airspeed is beyond 140 KIAS.’’ 

(2) Install one or more self-adhesive 

placards, with 6 millimeter red letters on 

white background, on the cockpit instrument 

panel in full view of the pilot and co-pilot 

to read as follows: ‘‘VNE LIMITED TO 150 

KIAS’’ and ‘‘R/D MUST NOT EXCEED 1,500 

ft/min when airspeed is beyond 140 KIAS’’ 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Robert Grant, 

Aviation Safety Engineer, Safety Management 

Group, Rotorcraft Directorate, FAA, 10101 

Hillwood Pkwy, Fort Worth, Texas 76177; 

telephone (817) 222–5110; email 9-asw-ftwamoc-requests@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(h) Additional Information 

(1) Eurocopter Emergency Alert Service 

Bulletin (EASB) No. 01.00.60, 01.00.16, and 

01.28, Revision 1, dated December 2, 2008, 

which is not incorporated by reference, 

contains additional information about the 

subject of this AD. For service information 

identified in this AD, contact Airbus 

Helicopters, Inc., 2701 N. Forum Drive, 

Grand Prairie, TX 75052; telephone (972) 

641–0000 or (800) 232–0323; fax (972) 641– 

3775. You may review a copy of the service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 10101 

Hillwood Pkwy., Room 6N–321, Fort Worth, 

Texas 76177. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2008–0204R1, dated May 21, 2014. You 

may view the EASA AD on the Internet at 

http://www.regulations.gov in Docket No. 

FAA–2015–4112. 

(j) Subject 

Joint Aircraft Service Component (JASC) 

Code 5310: Horizontal Stabilizer Structure. 

Issued in Fort Worth, Texas, on October 1, 

2015. 

Lance T. Gant, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2015–26229 Filed 10–16–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3986; Directorate 

Identifier 2015–NM–057–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400, 

–401, and –402 airplanes. This proposed 

AD was prompted by reports of chafing 

damage due to insufficient clearance on 

the main landing gear (MLG) stabilizer 

brace, the nacelle A-frame structure, and 

the adjacent electrical wiring harnesses. 

An insufficient fillet radius may also 

exist on certain airplanes. This 

proposed AD would require, depending 

on airplane configuration, an inspection 

of the nacelle A-frame structure for 

insufficient fillet radius; an inspection 

for cracking of affected structure, and 

rework or repair if necessary, and 

rework of the nacelle A-frame structure; 

repetitive inspections of the nacelle Aframe structure and the MLG stabilizer 

brace for insufficient clearance and 

damage, and repair if necessary, and 

rework of the nacelle A-frame structure, 

which would terminate the repetitive 

inspections; installation of new stop 

brackets and a shim on each MLG 

stabilizer brace assembly; and rework of 

the electrical wiring harnesses in the 

nacelle area. We are proposing this AD 

to detect and correct chafing damage 

and subsequent premature cracking and 

fracture of the nacelle A-frame structure, 

which could result in failure of the MLG 

stabilizer brace and loss of the MLG 

down-lock indication, which could 

adversely affect the safe landing of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by December 3, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed 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. 

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. 

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–2015– 

3986; 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 proposed 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. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Aziz 

Ahmed, Aerospace Engineer, Airframe 

and Mechanical Systems Branch, ANE– 

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone 516–228–7329; fax 

516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2015–3986; Directorate Identifier 

2015–NM–057–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 


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economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on 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 proposed AD. 

Discussion 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2014–45, 

dated December 23, 2014 (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, –401, and –402 airplanes. 

The MCAI states: 

The aeroplane manufacturer has 

discovered that an insufficient fillet radius 

may exist on the flange of the nacelle Aframe structure on certain aeroplanes. There 

have also been several in-service reports of 

chafing damage on the main landing gear 

(MLG) stabilizer brace, the nacelle A-frame 

structure and its adjacent electrical wiring 

harnesses due to insufficient clearance. 

An insufficient fillet radius and chafing 

damage on the nacelle A-frame structure and 

MLG stabilizer brace could lead to premature 

cracking. Fracture of the nacelle A-frame 

structure or failure of the MLG stabilizer 

brace could adversely affect the safe landing 

of the aeroplane. The damage to the electrical 

wiring harnesses could result in the loss of 

the MLG downlock indication. 

This [Canadian] AD mandates the 

inspection and rework of the nacelle A-frame 

structure, and the rework of the forward MLG 

stabilizer brace assembly and the electrical 

harnesses in the nacelle area adjacent to the 

A-frame structure. 

Required actions include, depending 

on airplane configuration, the following 

actions: 

• A detailed inspection of the nacelle 

A-frame structure for insufficient fillet 

radius, an eddy current or fluorescent 

dye penetrant inspection for cracking of 

affected structure, and rework or repair 

if necessary. 

• Rework of the left-hand (LH) side 

and right-hand (RH) side nacelle Aframe structure, including doing a 

measurement of the clearance between 

the fasteners/A-frame structure and 

MLG stabilizer brace assembly and 

making sure no fouling condition exists, 

and repair if necessary. 

• Repetitive detailed inspections of 

the nacelle A-frame structure and the 

MLG stabilizer brace for insufficient 

clearance and damage, and repair if 

necessary. 

• Rework of the nacelle A-frame 

structure, including a measurement of 

the clearance between the A-frame 

structure and MLG stabilizer brace 

assembly and a fluorescent dye 

penetrant inspection or high frequency 

eddy current inspection for cracking 

and repair if necessary, which would 

terminate the repetitive inspections. 

• Installation of new stop brackets 

and a shim on each MLG stabilizer brace 

assembly. 

• Rework of the electrical wiring 

harnesses in the nacelle area. The 

rework includes a detailed inspection of 

the conduit assembly for certain 

conditions and repair if any condition is 

found, replacement of damaged conduit, 

a measurement of the clearance between 

the stabilizer brace and electrical 

harness on both LH and RH nacelles to 

make sure there is 0.100 inch (2.54 

millimeters (mm)) minimum clearance 

between the MLG stabilizer brace, and 

a check for damage on the A-frame 

structure and MLG stabilizer brace and 

repair if necessary. 

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–2015– 

3986. 

Related Service Information Under 1 

CFR Part 51 

Bombardier has issued the following 

service information. 

• ModSum IS4Q2400028, Revision B, 

dated June 22, 2012; and ModSum 

IS4Q240029, Revision A, dated July 6, 

2014. These modsums describe 

procedures for rerouting certain 

electrical harnesses and installing 

grommets. 

• ModSum IS4Q5450002, Revision B, 

dated April 30, 2012. This modsum 

describes procedures for installing 

specified fasteners on the MLG A-frame, 

in both the LH and RH nacelles. 

• ModSum IS4Q5450003, Revision C, 

released November 29, 2012. This 

modsum describes procedures for 

trimming the horizontal and vertical 

stiffeners on the MLG A frame in both 

the LH and RH nacelles. 

• Service Bulletin 84–32–112, 

Revision B, dated September 12, 2014, 

and Goodrich Service Bulletin 46400– 

32–102R1, Revision 1, dated June 24, 

2013, as referenced in Bombardier 

Service Bulletin 84–32–112, Revision B, 

dated September 12, 2014. This service 

information describes procedures for 

incorporating Bombardier ModSum 4– 

902416 by installing new stop brackets 

and new stop shims for all MLG 

stabilizer brace assemblies. 

• Service Bulletin 84–32–114, 

Revision A, dated September 18, 2013. 

This service information describes 

procedures for rework of the electrical 

wiring harnesses in the nacelle area. 

The rework includes a detailed 

inspection of the conduit assembly for 

certain conditions and repair, 

replacement of damaged conduit, a 

measurement of the clearance to make 

sure there is 0.100 inch (2.54 mm) 

minimum clearance between the MLG 

stabilizer brace, and a check for damage 

on the A-frame structure and MLG 

stabilizer brace and repair. 

• Service Bulletin 84–54–19, dated 

April 18, 2013. This service information 

describes procedures for detailed 

inspections of the nacelle A-frame 

structure for insufficient fillet radius, an 

eddy current or fluorescent dye 

penetrant inspection for cracking of 

affected structure, and rework or repair. 

• Service Bulletin 84–54–20, Revision 

B, dated October 2, 2014. This service 

information describes procedures for 

detailed inspections of the nacelle Aframe structure and the MLG stabilizer 

brace for insufficient clearance and 

damage, and repair. This service 

information also describes procedures 

for rework of the nacelle A-frame 

structure, including a measurement of 

the clearance between the A-frame 

structure and MLG stabilizer brace 

assembly, and a fluorescent dye 

penetrant inspection or high frequency 

eddy current inspection for cracking 

and repair, which would end the 

inspections. 

• Service Bulletin 84–54–21, dated 

May 9, 2013. This service information 

describes procedures for rework of the 

LH side and RH side nacelle A-frame 

structure, including a measurement of 

the clearance between the fasteners/Aframe structure and MLG stabilizer 

brace assembly and to make sure no 

fouling condition exists, and repair. 

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 of 

this NPRM. 

FAA’s Determination and Requirements 

of this Proposed 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 the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 


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develop on other products of the same 

type design. 

Costs of Compliance 

We estimate that this proposed AD 

affects 80 airplanes of U.S. registry. 

We also estimate that it would take up 

to 50 work-hours per product to comply 

with the basic requirements of this 

proposed AD. The average labor rate is 

$85 per work-hour. Required parts 

would cost $8,452 per product. Based 

on these figures, we estimate the cost of 

this proposed AD on U.S. operators to 

be up to $1,016,160, or $12,702 per 

product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed 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 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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): 

Bombardier, Inc.: Docket No. FAA–2015– 

3986; Directorate Identifier 2015–NM–057– 

AD. 

(a) Comments Due Date 

We must receive comments by December 3, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes, 

certificated in any category, serial numbers 

(S/Ns) 4001 through 4431 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by reports of 

chafing damage due to insufficient clearance 

on the main landing gear (MLG) stabilizer 

brace, the nacelle A-frame structure, and the 

adjacent electrical wiring harnesses. An 

insufficient fillet radius might also exist on 

certain airplanes. We are issuing this AD to 

detect and correct chafing damage and 

subsequent premature cracking and fracture 

of the nacelle A-frame structure, which could 

result in failure of the MLG stabilizer brace 

and loss of the MLG down-lock indication, 

which could adversely affect the safe landing 

of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection, Corrective Actions if 

Necessary, and Rework 

For airplanes having S/Ns 4001 through 

4055 inclusive: Do the actions required by 

paragraphs (g)(1) and (g)(2) of this AD. 

(1) Within 600 flight hours or 100 days 

after the effective date of this AD, whichever 

occurs first: Do a detailed inspection of the 

left-hand (LH) side and right-hand (RH) side 

nacelle A-frame structure for insufficient 

fillet radius, in accordance with ‘‘Part A— 

Inspection’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–54–19, dated April 18, 2013. If an 

insufficient fillet radius exists, before further 

flight, do an eddy current or fluorescent dye 

penetrant inspection for cracking, in 

accordance with ‘‘Part A—Inspection’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–19, dated April 18, 

2013. 

(i) If any cracking is found: Before further 

flight, repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

Transport Canada Civil Aviation (TCCA); or 

Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). 

(ii) If no cracking is found: Before further 

flight, rework the structure, in accordance 

‘‘Part B—Rectification’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–19, dated April 18, 

2013. 

(2) Within 6,000 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs first: Rework the LH side and RH side 

nacelle A-frame structure, including doing a 

measurement of the clearance between the 

fasteners/A-frame structure and MLG 

stabilizer brace assembly and making sure no 

fouling condition exists, in accordance with 

paragraph 3.B. ‘‘Procedure,’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–21, dated May 9, 

2013. If the clearance is found to be less than 

0.100 inch (2.54 millimeters (mm)) between 

the fasteners/A-frame structure and MLG 

stabilizer brace assembly after the rework is 

done, or a fouling condition exists during the 

extension of the MLG after rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(h) Repetitive Inspections and Corrective 

Actions if Necessary 

For airplanes having S/Ns 4056 through 

4426 inclusive: Within 600 flight hours or 

100 days after the effective date of this AD, 

whichever occurs first: Do a detailed 

inspection of the LH side and RH side nacelle 

A-frame structure and upper surface of the 

MLG stabilizer brace for insufficient 

clearance and damage (e.g., cracking), in 

accordance with ‘‘Part A—Inspection,’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–20, Revision B, dated 

October 2, 2014. If no damage is found and 

clearance is sufficient: Repeat the inspection 

thereafter at intervals not to exceed 600 flight 

hours until the terminating action required 

by paragraph (i) of this AD has been done. 

(1) If a clearance less than 0.100 inch (2.54 

mm) exists between the A-frame structure 

and the MLG stabilizer brace assembly in the 

retracted position, after the rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(2) If any damage is found: Before further 

flight, repair using a method approved by the 


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Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(i) Terminating Action for Certain Airplanes 

For airplanes having S/Ns 4056 through 

4426 inclusive: Within 6,000 flight hours or 

36 months after the effective date of this AD, 

whichever occurs first; Rework the LH side 

and RH side nacelle A-frame structure, 

including doing a measurement of the 

clearance between the A-frame structure and 

MLG stabilizer brace assembly and doing a 

fluorescent dye penetrant inspection or high 

frequency eddy current inspection for 

cracking, in accordance with ‘‘Part BRework,’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–54–20, Revision B, dated October 2, 2014. 

Accomplishment of the actions required by 

this paragraph terminates the repetitive 

inspections required by paragraph (h) of this 

AD. 

(1) If a clearance less than 0.100 inch (2.54 

mm) exists between the A-frame structure 

and the MLG stabilizer brace assembly in the 

retracted position after the rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(2) If any cracking is found: Before further 

flight, repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(j) Modification of MLG Stabilizer Brace 

Assembly 

For airplanes having S/Ns 4001 through 

4431 inclusive with a MLG stabilizer brace 

assembly having part number 46400–27 

installed: Within 6,000 flight hours or 36 

months after the effective date of this AD, 

whichever occurs first; incorporate 

Bombardier ModSum 4–902416 by installing 

new stop brackets and a new shim on each 

MLG stabilizer brace assembly, in accordance 

with the Accomplishment Instructions of 

Bombardier Service Bulletin 84–32–112, 

Revision B, dated September 12, 2014, and 

Goodrich Service Bulletin 46400–32–102R1, 

Revision 1, dated June 24, 2013, as 

referenced in Bombardier Service Bulletin 

84–32–112, Revision B, dated September 12, 

2014. 

(k) Rework of the Electrical Wiring 

Harnesses 

For airplanes having S/Ns 4001 through 

4411 inclusive: Within 6,000 flight hours or 

36 months after the effective date of this AD, 

whichever occurs first; rework the LH and 

RH sides of the electrical wiring harnesses in 

the nacelle area adjacent to the A-frame 

structure, including doing the actions 

specified in paragraphs (k)(1) through (k)(4) 

of this AD, in accordance with the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–32–114, Revision A, 

dated September 18, 2013. If any damage is 

found on the A-frame structure or MLG 

stabilizer brace, before further flight, repair 

using a method approved by the Manager, 

New York ACO, ANE–170, FAA; or TCCA; or 

Bombardier, Inc.’s TCCA DAO. 

(1) Doing a detailed inspection of the 

conduit assembly for the conditions specified 

in Bombardier Service Bulletin 84–32–114, 

Revision A, dated September 18, 2013, and, 

before further flight, repairing if any 

condition is found. 

(2) Replacing damaged conduit. 

(3) Measuring the clearance between the 

stabilizer brace and electrical harness on both 

LH and RH nacelles to make sure there is 

0.100 inch (2.54 mm) minimum clearance 

between the MLG stabilizer brace. 

(4) Checking for damage on the A-frame 

structure and MLG stabilizer brace. 

(l) Optional Installations 

(1) Installing specified fasteners on the 

MLG A-frame, in both LH and RH nacelles, 

in accordance with Bombardier ModSum 

IS4Q5450002, Revision B, dated April 30, 

2012, is acceptable for compliance with the 

actions specified in paragraph (g) of this AD, 

provided the actions specified in Bombardier 

ModSum IS4Q5450002 are done within the 

compliance time specified in paragraph (g) of 

this AD, except where ModSum 

IS4Q5450002, Revision B, dated April 30, 

2012, specifies to contact Bombardier for 

reduced clearances, before further flight, 

repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(2) Trimming the horizontal and vertical 

stiffeners on MLG A-frame in both LH and 

RH nacelles, in accordance with Bombardier 

ModSum IS4Q5450003, Revision C, released 

November 29, 2012, is acceptable for 

compliance with the actions specified in 

paragraph (i) of this AD, provided the actions 

specified in Bombardier ModSum 

IS4Q5450003 are done within the 

compliance time specified in paragraph (i) of 

this AD, except where ModSum 

IS4Q5450003, Revision C, released November 

29, 2012, specifies to contact Bombardier for 

reduced clearances, before further flight, 

repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(3) Rerouting certain electrical harnesses 

and installing grommets, in accordance with 

Bombardier ModSum IS4Q2400028, Revision 

B, dated June 22, 2012 (for S/Ns 4001 

through 4098 inclusive) or Bombardier 

ModSum IS4Q2400029, Revision A, dated 

July 6, 2014 (for S/Ns 4090 through 4411 

inclusive), is acceptable for compliance with 

the actions specified in paragraph (k) of this 

AD, provided the actions specified in the 

applicable modsum are done within the 

compliance time specified in paragraph (k) of 

this AD, except where Bombardier ModSum 

IS4Q2400028, Revision B, dated June 22, 

2012; and Bombardier ModSum 

IS4Q2400029, Revision A, dated July 6, 2014; 

specify to contact Bombardier to report 

stabilizer brace or structural damaged 

findings, before further flight, repair using a 

method approved by the Manager, New York 

ACO, ANE–170, FAA; or TCCA; or 

Bombardier, Inc.’s TCCA DAO. 

(m) Credit for Previous Actions 

(1) This paragraph provides credit for 

actions required by paragraph (i) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(m)(1)(i) or (m)(1)(ii) of this AD. This service 

information is not incorporated by reference 

in this AD. 

(i) Bombardier Service Bulletin 84–54–20, 

dated April 25, 2013. 

(ii) Bombardier Service Bulletin 84–54–20, 

Revision A, dated April 9, 2014. 

(2) This paragraph provides credit for 

actions required by paragraph (j) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(m)(2)(i) or (m)(2)(ii) of this AD. This service 

information is not incorporated by reference 

in this AD. 

(i) Bombardier Service Bulletin 84–32–112, 

dated December 20, 2012. 

(ii) Bombardier Service Bulletin 84–32– 

112, Revision A, dated April 16, 2014. 

(3) This paragraph provides credit for 

actions required by paragraph (k) of this AD, 

if those actions were performed before the 

effective date of this AD using Bombardier 

Service Bulletin 84–32–114, dated June 6, 

2013. This service information is not 

incorporated by reference in this AD. 

(n) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York ACO, 

ANE–170, 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: 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, 

FAA; or TCCA; or Bombardier, Inc.’s TCCA 

DAO. If approved by the DAO, the approval 

must include the DAO-authorized signature. 

(o) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2014–45, dated 

December 23, 2014, 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–2015–3986. 

(2) 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. You 

may view this service information at the 

FAA, Transport Airplane Directorate, 1601 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
Federal Register / Vol. 80, No. 201 / Monday, October 19, 2015 / Proposed Rules 63151 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on October 

5, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–26217 Filed 10–16–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–4213; Directorate 

Identifier 2015–CE–022–AD] 

RIN 2120–AA64 

Airworthiness Directives; Piper 

Aircraft, Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Piper Aircraft, Inc. Model PA–46–500TP 

airplanes. This proposed AD was 

prompted by a report of the wing upper 

skin joints being manufactured without 

sealant, which allows water to enter and 

stay in sealed, bonded stringers. This 

proposed AD would require inspecting 

the upper wing surface for sealant; 

inspecting the wing stringers for water 

intrusion; inspecting for deformation 

and corrosion if evidence of water 

intrusion exists; and taking corrective 

actions as necessary. We are proposing 

this AD to correct the unsafe condition 

on these products. 

DATES: We must receive comments on 

this proposed AD by December 3, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Piper 

Aircraft, Inc., Customer Service, 2926 

Piper Drive, Vero Beach, Florida 32960; 

telephone: (877) 879–0275; fax: none; 

email: customer.service@piper.com; 

Internet: www.piper.com. You may 

review the referenced 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. 

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–2015– 

4213; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Gregory ‘‘Keith’’ Noles, Aerospace 

Engineer, FAA, Atlanta Aircraft 

Certification Office, 1701 Columbia 

Avenue, College Park, Georgia 30337; 

phone: (404) 474–5551; fax: (404) 474– 

5606; email: gregory.noles@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2015–4213; Directorate Identifier 2015– 

CE–022–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed 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 proposed AD. 

Discussion 

We received a report of wing upper 

skin joints on Piper Aircraft, Inc. Model 

PA–46–500TP airplanes being 

manufactured without sealant, which 

allows water to enter and stay in sealed, 

bonded stringers. This condition, if not 

corrected, could result in water entering 

the stringers common to the upper wing 

skin. Left uncorrected, corrosion could 

develop, and freeze/thaw cycles of 

water at this location could cause 

deformation of the skin with follow-on 

disbonding between the stringer flanges 

and the inner surface of the wing skin. 

Consequently, the corrosion or 

disbonding could reduce the structural 

integrity of the wing. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Piper Aircraft, Inc. 

Service Bulletin No. 1262B, dated April 

23, 2015. The service bulletin provides 

instructions for inspecting the upper 

wing surface for sealant and sealing or 

resealing (if necessary). This service 

bulletin also provides instructions for 

inspecting the wing stringers for water 

intrusion, and, if water intrusion was 

found as a result of the inspection, 

inspecting for corrosion or deformation. 

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 of 

this NPRM. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously. 

Costs of Compliance 

We estimate that this proposed AD 

affects 440 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS