Federal Register / Vol. 80, No. 83 / Thursday, April 30, 2015 / Rules and Regulations 24195 

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 Airbus Model 

SAneo series airplanes. 

In lieu of § 25.361(b), the following 

special conditions apply: 

1. For turbine engine installations, the 

engine mounts, pylons, and adjacent 

supporting airframe structure must be 

designed to withstand 1g level flight 

loads acting simultaneously with the 

maximum torque limit loads imposed 

by each of the following: 

a. Sudden engine deceleration due to 

a malfunction that could result in a 

temporary loss of power or thrust; and 

b. the maximum acceleration of the 

engine. 

2. For auxiliary power-unit 

installations, the power-unit mounts 

and adjacent supporting airframe 

structure must be designed to withstand 

1g level flight loads acting 

simultaneously with the maximum 

torque limit loads imposed by each of 

the following: 

a. Sudden auxiliary power-unit 

deceleration due to malfunction or 

structural failure; and 

b. the maximum acceleration of the 

power unit. 

3. For engine supporting structure, an 

ultimate loading condition must be 

considered that combines 1g flight loads 

with the transient dynamic loads 

resulting from: 

a. The loss of any fan, compressor, or 

turbine blade; and separately, 

b. where applicable to a specific 

engine design, any other engine 

structural failure that results in higher 

loads. 

4. The ultimate loads developed from 

the conditions specified in Special 

Conditions 3.a. and 3.b., above, are to be 

multiplied by a factor of 1.0 when 

applied to engine mounts and pylons; 

and multiplied by a factor of 1.25 when 

applied to adjacent supporting airframe 

structure. 

5. The airplane must be capable of 

continued safe flight considering the 

aerodynamic effects on controllability 

due to any permanent deformation that 

results from the conditions specified in 

Special Condition 3, above. 

Issued in Renton, Washington, on April 19, 

2015. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–10098 Filed 4–29–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0286; Directorate 

Identifier 2014–NM–004–AD; Amendment 

39–18145; AD 2015–08–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737–600 

and –700 series airplanes. This AD was 

prompted by reports of cracking in the 

body station (STA) 727 bulkhead lower 

frame. This AD requires a detailed and 

open hole high frequency eddy current 

(HFEC) inspection of the left- and rightside lower frame webs and inner chords 

for cracking, and corrective actions and 

preventative modifications if necessary. 

This AD also provides for optional 

terminating action of the repetitive 

inspections, under certain conditions. 

We are issuing this AD to detect and 

correct cracking in a bulkhead lower 

frame web and inner chord, which 

could result in a severed frame and 

induced skin cracks, and could lead to 

rapid decompression of the fuselage. 

DATES: This AD is effective June 4, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 4, 2015. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0286. 

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– 

0286; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

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

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6450; fax: 

425–917–6590; email: alan.pohl@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 737–600 and –700 series 

airplanes. The NPRM published in the 

Federal Register on May 28, 2014 (79 

FR 30490). The NPRM was prompted by 

reports of cracking in the body STA 727 

bulkhead lower frame. The NPRM 

proposed to require a detailed and open 

hole high frequency eddy current 

(HFEC) inspection of the left- and rightside lower frame webs and inner chords 

for cracking, as applicable, and 

corrective actions and preventative 

modifications if necessary. The NPRM 

also proposed to provide for an optional 

terminating action for the repetitive 

inspections under certain conditions. 

We are issuing this AD to detect and 

correct cracking in a bulkhead lower 

frame web and inner chord, which 

could result in a severed frame and 

induced skin cracks, and could lead to 

rapid decompression of the fuselage. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. 

Boeing and United Airlines stated that 

they support the NPRM (79 FR 30490, 

May 28, 2014). The following presents 

the comments received on the NPRM, 

and the FAA’s response to each 

comment. 

Request To Clarify Modification and 

Repair Requirements 

Southwest Airlines (SWA) requested 

that we clarify whether the preventative 

modifications and repairs of the lower 

frame webs and inner chords (if 


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24196 Federal Register / Vol. 80, No. 83 / Thursday, April 30, 2015 / Rules and Regulations 

accomplished) must be done on both the 

left and right sides at the same time. 

SWA stated that paragraph (h) of the 

NPRM (79 FR 30490, May 28, 2014) 

reads, ‘‘Accomplishment of a 

modification or a repair, in accordance 

with Boeing Alert Service Bulletin 737– 

53A1325, dated December 3, 2013, 

terminates the repetitive inspections in 

this AD for the repaired or modified 

side only.’’ 

SWA stated that Boeing Alert Service 

Bulletin 737–53A1325, dated December 

3, 2013, provides that for each airplane 

group, if a repair is installed on one 

side, a preventative modification must 

be installed on the opposing side. SWA 

also stated that, for airplanes with no 

cracks, a preventative modification is 

optional, but that the service 

information specifies that in this 

situation, both sides must be modified. 

We agree that clarification is 

necessary. Groups 2 and 3 airplanes are 

comprised of four airplanes on which a 

repair to the left side was installed prior 

to the issuance of Boeing Alert Service 

Bulletin 737–53A1325, dated December 

3, 2013. Therefore, SWA’s comments are 

primarily for Group 1 airplanes. 

As specified in Boeing Alert Service 

Bulletin 737–53A1325, dated December 

3, 2013, if a crack is found on one side, 

then that side must be repaired and the 

preventative modification concurrently 

installed on the other side, even if that 

other side is not cracked. We also agree 

that if no cracking is found on either 

side and the operator chooses to install 

the preventative modification, then both 

sides must be modified, as specified in 

paragraph 3.B., Part 2, Step 2 of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 737–53A1325, 

dated December 3, 2013. Installing the 

preventative modification terminates 

the repetitive inspections. We have 

removed the wording ‘‘for the repaired 

or modified side only’’ from paragraph 

(h) of this AD. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

Aviation Partners Boeing stated that 

accomplishing the supplemental type 

certificate (STC) ST00830SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

932b6080caa1856e86257d6c005c5a37/

$FILE/ST00830SE.pdf) does not affect 

the actions specified in the NPRM (79 

FR 30490, May 28, 2014). 

We concur with the commenter. We 

have redesignated paragraph (c) of the 

NPRM (79 FR 30490, May 28, 2014) as 

paragraph (c)(1) and added new 

paragraph (c)(2) to this AD to state that 

installation of STC ST00830SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

932b6080caa1856e86257d6c005c5a37/

$FILE/ST00830SE.pdf) does not affect 

the ability to accomplish the actions 

required by this AD. Therefore, for 

airplanes on which STC ST00830SE is 

installed, a ‘‘change in product’’ 

alternative method of compliance 

(AMOC) approval request is not 

necessary to comply with the 

requirements of 14 CFR 39.17. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously, 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

30490, May 28, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 30490, 

May 28, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 737–53A1325, dated December 

3, 2013. The service information 

describes procedures for a detailed and 

open hole HFEC inspection of the leftand right-side lower frame webs and 

inner chords for cracking, and corrective 

actions and preventative modifications 

if necessary. The service information 

also provides for an optional 

terminating action of the repetitive 

inspections, under certain conditions. 

This service information is reasonably 

available at http://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2014–0286. Or see ADDRESSES for 

other ways to access this service 

information. 

Costs of Compliance 

We estimate that this AD affects 489 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

roduct 

Cost on U.S. 

operators 

Inspections ...................................................... 37 work-hours × $85 per hour = $3,145 ........ $0 $3,145 $1,537,905 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

inspections. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair (per side) ........................................................... 11 work-hours × $85 per hour = $935 ......................... $2,820 $3,755 

Modification ................................................................... 17 work-hours × $85 per hour = $1,445 ...................... 1,132 2,577 

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 


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Federal Register / Vol. 80, No. 83 / Thursday, April 30, 2015 / Rules and Regulations 24197 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–08–09 The Boeing Company: 

Amendment 39–18145; Docket No. 

FAA–2014–0286; Directorate Identifier 

2014–NM–004–AD. 

(a) Effective Date 

This AD is effective June 4, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 737–600 and -700 series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

737–53A1325, dated December 3, 2013. 

(2) Installation of Supplemental Type 

Certificate (STC) ST00830SE (http://

rgl.faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/

932b6080caa1856e86257d6c005c5a37/

$FILE/ST00830SE.pdf) does not affect the 

ability to accomplish the actions required by 

this AD. Therefore, for airplanes on which 

STC ST00830SE is installed, a ‘‘change in 

product’’ alternative method of compliance 

(AMOC) approval request is not necessary to 

comply with the requirements of 14 CFR 

39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking in the body station 727 bulkhead 

lower frame. We are issuing this AD to detect 

and correct cracking in a bulkhead lower 

frame web and inner chord, which could 

result in a severed framed and induced skin 

cracks, and could lead to rapid 

decompression of the fuselage. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections 

At the applicable times specified in 

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

Alert Service Bulletin 737–53A1325, dated 

December 3, 2013, except as provided by 

paragraph (i)(1) of this AD: Do a detailed and 

open hole high frequency eddy current 

(HFEC) inspection of the left- and right-side 

lower frame webs and inner chords for 

cracking, as applicable, and do all applicable 

corrective actions and preventative 

modifications, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1325, dated 

December 3, 2013, except as required by 

paragraph (i)(2) of this AD. Repeat the 

applicable inspections required by this 

paragraph thereafter at the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1325, dated December 3, 

2013. Do all applicable corrective actions and 

preventative modifications before further 

flight. 

(h) Terminating Action 

Accomplishment of a modification or a 

repair, in accordance with Boeing Alert 

Service Bulletin 737–53A1325, dated 

December 3, 2013, terminates the repetitive 

inspections required by this AD. 

(i) Exceptions to Service Information 

Specifications 

(1) Where Boeing Alert Service Bulletin 

737–53A1325, dated December 3, 2013, 

specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(2) Where Boeing Alert Service Bulletin 

737–53A1325, dated December 3, 2013, 

specifies to contact Boeing for appropriate 

action: Before further flight, accomplish the 

corresponding action using a method 

approved in accordance with the procedures 

specified in paragraph (k) of this AD. 

(j) Post-Repair Inspections 

The post-repair inspections specified in 

tables 4, 5, and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1325, dated December 3, 

2013, are not required by this AD. 

Note 1 to paragraph (j) of this AD: The 

damage tolerance inspections specified in 

tables 4, 5, and 6 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 737–53A1325, dated December 3, 

2013, may be used in support of compliance 

with Section 121.1109(c)(2) or 129.109(b)(2) 

of the Federal Aviation Regulations (14 CFR 

121.1109(c)(2) or 14 CFR 129.109(b)(2)). The 

corresponding actions specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1325, dated 

December 3, 2013, are not required by 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 

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. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(l) Related Information 

For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6450; fax: 425–917–6590; 

email: alan.pohl@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 


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24198 Federal Register / Vol. 80, No. 83 / Thursday, April 30, 2015 / Rules and Regulations 

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 737– 

53A1325, dated December 3, 2013. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(4) You may view this referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

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

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 13, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–09805 Filed 4–29–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0074; Directorate 

Identifier 2014–NM–138–AD; Amendment 

39–18147; AD 2015–09–02] 

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–600–2E25 

(Regional Jet Series 1000) airplanes. 

This AD was prompted by a 

determination that without an effective 

maintenance task to maintain the 

airplane’s inherent level of safety, there 

is a potential that a dormant failure of 

the alternate release system of the 

landing gear could occur. This AD 

requires revising the maintenance or 

inspection program, as applicable, to 

incorporate a maintenance task for an 

operational check of the electromechanical actuator and release 

mechanism of the alternate extension 

system for the nose landing gear and 

main landing gear. We are issuing this 

AD to prevent failure of the alternate 

release system of the landing gear, 

which could prevent the landing gear 

from extending during a failure of the 

normal landing gear extension system. 

DATES: This AD becomes effective June 

4, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 4, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-0074 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 AD, 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– 

0074. 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone 516–228–7318; fax 

516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc. Model 

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

airplanes. The NPRM published in the 

Federal Register on January 23, 2015 

(80 FR 3498). 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2014–16, 

dated June 11, 2014 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc. Model CL– 

600–2E25 (Regional Jet Series 1000) 

airplanes. The MCAI states: 

During a design review, an error was 

identified which led to the development of 

a new certification maintenance requirement 

(CMR) task. Without an effective 

maintenance task to maintain the aeroplane’s 

inherent level of safety, there is a potential 

that a dormant failure of the alternate release 

system of the landing gear could occur. 

Failure of the landing gear alternate release 

system could prevent the landing gear from 

extending in the case of a failure of the 

normal landing gear extension system. 

This [Canadian] AD mandates the 

incorporation of a new maintenance task to 

ensure operation of the landing gear alternate 

extension system. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2015-0074- 

0003. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (80 

FR 3498, January 23, 2015) or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the relevant 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 (80 FR 3498, 

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 3498, 

January 23, 2015). 

Related Service Information Under 1 

CFR Part 51 

Bombardier, Inc. has issued 

Temporary Revision (TR) ALI–0472, 

dated February 27, 2014, to Section 1– 

32 of Part 2, Bombardier Airworthiness 

Limitations, of the CRJ Series Regional 

Jet Maintenance Requirements Manual, 

CSP B–053. This service information 

describes a maintenance task for an 

operational check of the electromechanical actuator and release 

mechanism of the alternate extension 

system for the nose landing gear and 

main landing gear. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. This service 

information is reasonably available at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2015– 


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