Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Rules and Regulations 3301 

(3) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email thd.crj@

aero.bombardier.com; Internet http://

www.bombardier.com. 

(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 January 

6, 2016. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–00630 Filed 1–20–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1045; Directorate 

Identifier 2014–NM–031–AD; Amendment 

39–18372; AD 2016–01–13] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A310 and Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

series airplanes; and Model A300 C4– 

605R Variant F airplanes (collectively 

called Model A300–600 series 

airplanes). This AD was prompted by a 

report of skin disbonding and damage 

found on the composite side panel of 

the rudder, located between the rudder 

core and skin of a previously repaired 

area. This AD requires an inspection for 

disbonding or damage of certain 

rudders, and related investigative 

actions and corrective actions if 

necessary. We are issuing this AD to 

detect and correct disbonding and 

damage of the rudder, which could 

result in reduced structural integrity of 

the rudder and consequent reduced 

controllability of the airplane. 

DATES: This AD is effective February 25, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 25, 2016. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-1045; or in 

person at the Docket Management 

Facility, U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC. 

For service information identified in 

this final rule, contact Airbus SAS, 

Airworthiness Office—EAW, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.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–2014– 

1045. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

fax 425–227–1149. 

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 Airbus Model A310 and 

Airbus Model A300 B4–600, B4–600R, 

and F4–600R series airplanes, and 

Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes) series 

airplanes. The NPRM published in the 

Federal Register on January 23, 2015 

(80 FR 3525). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0026, dated January 28, 

2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

Information, or ‘‘the MCAI’’), to correct 

an unsafe condition for all Airbus 

Model A310 and Airbus Model A300 

B4–600, B4–600R, and F4–600R series 

airplanes; and Model A300 C4–605R 

Variant F airplanes (collectively called 

Model A300–600 series airplanes). The 

MCAI states: 

A case of skin disbonding was reported on 

a composite side of a rudder installed on an 

A310 aeroplane. 

The investigation results revealed that this 

disbonding started from a skin panel area 

previously repaired in-service in accordance 

with the Structural Repair Manual (SRM). 

The initial damage has been identified as 

a disbonding between the core and the 

repaired area. This damage may not be 

visually detectable and likely propagates 

during normal operation due to the variation 

of pressure during ground-air-ground cycles. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the rudder, possibly resulting in reduced 

control of the aeroplane. 

For the reasons described above, this 

[EASA] AD requires a one-time 

thermography inspection of each repaired 

rudder or rudder whose maintenance records 

are incomplete and, depending on findings, 

accomplishment of applicable corrective and 

follow-up actions. 

Related investigative actions include 

doing a pulse thermography inspection 

for disbonding or damage of the leftand right-hand rudder side shells; a core 

ventilation through the inner skin, an 

elasticity laminate checker or ultrasonic 

inspection around the identified repairs 

in the booster area, and around 

identified fluid ingress; and a Tap test 

inspection of the glass fiber reinforced 

plastic area to identify skin-to-core 

disbonding and on identified repairs. 

Corrective actions include repairing or 

replacing any disbonded or damaged 

rudder. 

Depending on configuration and 

inspection results, the repetitive 

inspection intervals are 750 or 1,000 

flight cycles, or 500 flight hours or 4 

months, whichever occurs later. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-1045- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (80 FR 3525, 

January 23, 2015) and the FAA’s 

response to each comment. 

No Justification for Issuing NPRM (80 

FR 3525, January 23, 2015) 

FedEx stated that Airbus has not 

provided any data or analysis showing 

the de-validated SRM procedures in the 

proposed AD (80 FR 3525, January 23, 

2015) as inadequate. FedEx noted that 

one finding on a Model A310 airplane 

with skin disbonding and damage found 

on the composite side panel of the 


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3302 Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Rules and Regulations 

rudder caused the de-validation of all 

Model A300 and A310 airplanes with 

rudder side shell repairs, and 

mandatory inspections of all rudders 

repaired using the structural repair 

manual (SRM). FedEx added that a 

heavy burden is being placed on 

operators with very little justification 

from the manufacturer. FedEx stated 

that Airbus has not provided new 

validated SRM procedures, yet FedEx is 

being required to inspect all rudders 

without having any available, developed 

repairs; instead repairs would need to 

be done using a method approved by the 

Manager, International Branch, ANM– 

116, Transport Airplane Directorate, 

FAA; or the European Aviation Safety 

Agency (EASA); or Airbus’s EASA 

Design Organization Approval (DOA). 

FedEx does not agree with the devalidation of the SRM procedures and 

mandating inspections of the entire fleet 

of airplanes, based on one finding. 

We infer that the commenter is asking 

for justification to support issuing this 

final rule. We acknowledge the 

commenter’s concerns. However, the 

safety risk of undetected rudder skin 

disbonding that may not be detectable 

visually and could propagate during 

normal operation due to the variation of 

aerodynamic pressure during groundair-ground cycles is sufficient to require 

the proposed actions. We also 

acknowledge that Airbus does not have 

new SRM procedures available, partially 

due to the unknown size and location of 

previously accomplished SRM repairs 

and the type of skin disbonding that 

may be identified that will result in 

each repair needing to be evaluated 

individually. Therefore, we have 

determined that inspections are 

necessary if an applicable SRM repair 

has been done, or if maintenance 

records are not available or are 

incomplete. The service information 

provides procedures for the detailed 

inspections; therefore, using a method 

approved by the FAA, EASA, or 

Airbus’s EASA DOA is necessary only 

for repairs. We have determined it is 

necessary to proceed with issuing this 

final rule as proposed. 

Request To Allow Using Future 

Revisions of the SRM for Rudder 

Repairs 

FedEx asked that paragraph (i) of the 

proposed AD (80 FR 3525, January 23, 

2015) be revised to allow a composite 

side shell panel repair on any rudder 

using future revisions of the SRM 

procedure identified in Figure A– 

GBBAA (Sheet 01 and 02) or Figure A– 

GBCAA (Sheet 02) of Airbus Service 

Bulletin A310–55–2051; or Figure A– 

GBBAA (Sheet 01, 02, or 03) or Figure 

A–GBCAA (Sheet 02 or 04) of Airbus 

Service Bulletin A300–55–6050. FedEx 

stated that when Airbus revalidates the 

SRM procedures, FedEx won’t be able to 

use those procedures for the repair 

because it is not allowed per paragraph 

(i) of the proposed AD. 

We do not agree with the request. 

Although we understand the FedEx 

concerns, allowing the use of later 

revisions of service documents in an AD 

is not allowed by the Office of the 

Federal Register’s regulations. However, 

after the manufacturer validates a later 

revision of the SRM procedures that 

provides an acceptable level of safety 

we can evaluate the later revision of the 

SRM as an alternative method of 

compliance, in accordance with the 

procedures specified in paragraph 

(m)(1) of this AD. Paragraph (i) of this 

AD only prohibits the use of specific 

SRM procedures identified in that 

paragraph. We have not changed this 

AD in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, 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 (80 FR 3525, 

January 23, 2015) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (80 FR 3525, 

January 23, 2015). 

Related Service Information Under 1 

CFR Part 51 

Airbus has issued Service Bulletins 

A300–55–2051 and A310–55–6050, both 

Revision 01, both dated August 20, 

2014. The service information describes 

procedures for inspecting the left- and 

right-hand rudder side shells for 

disbonding or damage, and related 

investigative actions and corrective 

actions if necessary. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 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 199 

airplanes of U.S. registry. 

We also estimate that it will take 

about 4 work-hours per product to 

comply with the basic requirements of 

this AD. The average labor rate is $85 

per work-hour. Required parts will cost 

about $0 per product. Based on these 

figures, we estimate the cost of this AD 

on U.S. operators to be $67,660, or $340 

per product. 

We have received no definitive data 

that would enable us to provide a cost 

estimate 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at: http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-1045; or in 

person at the Docket Management 

Facility between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 


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Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Rules and Regulations 3303 

holidays. The AD docket contains this 

AD, the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2016–01–13 Airbus: Amendment 39–18372; 

Docket No. FAA–2014–1045; Directorate 

Identifier 2014–NM–031–AD. 

(a) Effective Date 

This AD is effective February 25, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus Model A310– 

203, –204, –221, –222, –304, –322, –324, and 

–325 airplanes; Model A300 B4–601, B4–603, 

B4–620, and B4–622 airplanes; Model A300 

B4–605R and B4–622R airplanes; and Model 

A300 F4–605R, F4–622R, and A300 C4–605R 

Variant F airplanes; certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

(e) Reason 

This AD was prompted by a report of skin 

disbonding and damage found on the 

composite side panel of the rudder, located 

between the rudder core and skin of a 

previously repaired area. We are issuing this 

AD to detect and correct disbonding and 

damage of the rudder, which could result in 

reduced structural integrity of the rudder, 

and consequent reduced controllability of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Rudder Assembly Identification 

Within 4 months after the effective date of 

this AD: Check the applicable rudder 

maintenance records to determine if any 

composite side shell panel repair has been 

done since first installation of the rudder, 

and do the applicable actions specified in 

paragraph (g)(1) or (g)(2) of this AD at the 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050, or A310–55–2051, both 

Revision 01, both dated August 20, 2014; as 

applicable, except as provided by paragraph 

(j)(3) of this AD. 

(1) If a repair is identified based on the 

maintenance records: Perform a rudder 

thermography inspection of the repaired area 

only for disbonding or damage, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–55–6050, or 

A310–55–2051, both Revision 01, both dated 

August 20, 2014; as applicable. 

(2) If the rudder maintenance records are 

unavailable or incomplete: Perform a rudder 

thermography inspection of the complete 

side shell panels to identify and mark the 

repair locations for disbonding or damage, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

55–6050, or A310–55–2051, both Revision 

01, both dated August 20, 2014; as 

applicable. 

(h) Related Investigative Actions/Repair or 

Replace 

If any disbonding or damage is found 

during any inspection required by paragraph 

(g)(1) or (g)(2) of this AD: Do the actions 

required by paragraphs (h)(1) and (h)(2) of 

this AD, as applicable. 

(1) At the time specified in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050, or A310–55–2051, both 

Revision 01, both dated August 20, 2014; as 

applicable, except as required by paragraph 

(j)(1) of this AD; do the applicable related 

investigative actions identified in Tables 3, 

4A, 4B, 4C, 4D, and 5 of paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–55–6050, or A310–55–2051, both 

Revision 01, both dated August 20, 2014; as 

applicable, to determine the type and extent 

of the disbonding or damage, in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–55–6050, or 

A310–55–2051, both Revision 01, both dated 

August 20, 2014; as applicable. Repeat the 

applicable inspection at the time specified in 

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

Service Bulletin A300–55–6050, or A310–55– 

2051, both Revision 01, both dated August 

20, 2014; as applicable. 

(2) Before further flight: Repair any 

disbonding or damage found during any 

inspection required by paragraph (h)(1) of 

this AD, or replace any affected rudder, as 

applicable, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–55–6050, or A310–55– 

2051, both Revision 01, both dated August 

20, 2014; as applicable, except as required by 

paragraph (j)(4) of this AD. 

(i) Repair Using Structural Repair Manual 

(SRM) Procedure Not Allowed 

As of the effective date of this AD, do not 

accomplish a composite side shell panel 

repair on any rudder using an SRM 

procedure identified in Figure A–GBBAA 

(Sheet 01 and 02) or Figure A–GBCAA (Sheet 

02) of Airbus Service Bulletin A310–55– 

2051; or Figure A–GBBAA (Sheet 01, 02, or 

03) or Figure A–GBCAA (Sheet 02 or 04) of 

Airbus Service Bulletin A300–55–6050; as 

applicable. 

(j) Exceptions to Service Information 

(1) Where Airbus Service Bulletins A300– 

55–6050; and A310–55–2051; both Revision 

01, both dated August 20, 2014; specify a 

compliance time ‘‘from original service 

bulletin issue date,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) Where Airbus Service Bulletins A300– 

55–6050; and A310–55–2051 both Revision 

01, both dated August 20, 2014; specify to 

contact Airbus for appropriate action: 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 Airbus’s EASA 

Design Organization Approval (DOA). 

(3) Airplanes on which a rudder is 

installed having a serial number that is not 

in the range HF–1005 through HF–1323, 

inclusive; HF–1325, HF–1327, HF–1329, HF– 

1331, HF–1332, HF–1340, TS–1324, TS– 

1326, TS–1328, TS–1330, TS–1333 through 

TS–1339, inclusive; TS–1341 through TS– 

1420, inclusive; or TS–2001 through TS– 

2197, inclusive; are not affected by the 

requirements of paragraphs (g) and (h) of this 

AD, provided that no repairs have been done 

in accordance with the applicable SRM 

specified in paragraph (i) of this AD on the 

composite side shell panel of that rudder 

since installation. 

(4) The compliance time for the initial 

detailed inspection of the restored area for 

loose or lost tape identified in Tables 3 and 

4 of paragraph 1.E., ‘‘Compliance,’’ of Airbus 

Service Bulletins A300–55–6050 and A310– 

55–2051, both Revision 01, both dated 

August 20, 2014; specifies ‘‘within 500 FH or 

4 months after closing holes.’’ This AD 

requires this action within 500 flight hours 

or 4 months, whichever occurs later, after the 

holes are closed. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) and (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Airbus Service 

Bulletin A300–55–6050, or A310–55–2051, 

both dated September 11, 2012; as 

applicable; which are not incorporated by 

reference in this AD. 

(l) Parts Installation Limitations 

As of the effective date of this AD, no 

person may install any affected rudder on 

any airplane, unless the actions required by 

paragraphs (g) and (h) of this AD have been 

accomplished. 

(m) 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 


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3304 Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Rules and Regulations 

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: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA 1601 Lind Avenue 

SW., Renton, WA 98057–3356; telephone 

425–227–2125; 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. 

(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, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0026, dated 

January 28, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-1045-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (o)(3) and (o)(4) of this AD. 

(o) 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) Airbus Service Bulletin A300–55–6050, 

Revision 01, dated August 20, 2014. 

(ii) Airbus Service Bulletin A310–55–2051, 

Revision 01, dated August 20, 2014. 

(3) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.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 

December 31, 2015. 

Phil Forde, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–00376 Filed 1–20–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0081; Directorate 

Identifier 2014–NM–170–AD; Amendment 

39–18371; AD 2016–01–12] 

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 BD–700–1A10 

and BD–700–1A11 airplanes. This AD 

was prompted by reports of fluid entry 

and accumulation in the aft equipment 

bay. This AD requires modifying the aft 

equipment bay. We are issuing this AD 

to prevent excessive quantities of 

flammable fluid accumulation in the aft 

equipment bay. Flammable fluid entry 

and accumulation in the aft equipment 

bay, in excessive quantities, could 

exceed safe levels maintained by the 

drainage and ventilation system. 

DATES: This AD becomes effective 

February 25, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 25, 2016. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-0081; or in 

person at the Docket Management 

Facility, U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC. 

For service information identified in 

this final rule, contact Bombardier, Inc., 

400 Coˆte-Vertu Road West, Dorval, 

Que ́bec H4S 1Y9, Canada; telephone 

514–855–5000; fax 514–855–7401; email 

thd.crj@aero.bombardier.com; Internet 

http://www.bombardier.com. You may 

view this referenced service information 

at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0081. 

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 

BD–700–1A10 and BD–700–1A11 

airplanes. The NPRM published in the 

Federal Register on January 26, 2015 

(80 FR 3924). The NPRM was prompted 

by reports of fluid entry and 

accumulation in the aft equipment bay. 

The NPRM proposed to require 

modifying the aft equipment bay. We 

are issuing this AD to prevent excessive 

quantities of flammable fluid 

accumulation in the aft equipment bay. 

Flammable fluid entry and 

accumulation in the aft equipment bay, 

in excessive quantities, could exceed 

safe levels maintained by the drainage 

and ventilation system. 

Transport Canada Civil Aviation, 

which is the aviation authority for 

Canada, has issued Canadian 

Airworthiness Directive CF–2014–25, 

dated August 7, 2014 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc. Model BD– 

700–1A10 and BD–700–1A11 airplanes. 

The MCAI states: 

There have been two reports of fluid entry 

and accumulation in the aft equipment bay. 

The leaked fluid in the first incident was fuel 

and the fluid in the second incident was test 

dye. Further investigation revealed that 

leaked fluid from the aft fuel tank drain 

entered the bay through the slot in the door 

latch mechanism. 

Flammable fluid entry and accumulation 

in the aft equipment bay, in excessive 

quantities, could exceed safe levels 

maintained by the drainage and ventilation 

system. 

Bombardier Inc. has issued several Service 

Bulletins (SB) to modify the Aft Equipment 

Bay by installing a cover to the door latch 

mechanism in order to reduce the risk of fuel 

entry into it. This [Canadian] AD mandates 

the incorporation of the applicable 

Bombardier Inc. SBs to rectify this problem. 


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