Federal Register / Vol. 80, No. 20 / Friday, January 30, 2015 / Rules and Regulations 5025 

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 

Ageˆncia Nacional de Aviac ̧a ̃o Civil (ANAC); 

or ANAC’s authorized Designee. If approved 

by the ANAC Designee, the approval must 

include the Designee’s authorized signature. 

(j) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Brazilian 

Airworthiness Directive 2014–01–01, dated 

January 20, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0622-0002. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) EMBRAER EMB145 Temporary Revision 

15–3, dated August 26, 2013, to the 

Airworthiness Limitation Requirements of 

the EMBRAER EMB145 Maintenance Review 

Board Report MRB 145/1150. 

(ii) EMBRAER EMB145 Temporary 

Revision 15–4, dated August 26, 2013, to the 

Airworthiness Limitation Requirements of 

the EMBRAER EMB145 Maintenance Review 

Board Report MRB–145/1150. 

(3) For service information identified in 

this AD, contact Empresa Brasileira de 

Aeronautica S.A. (Embraer), Technical 

Publications Section (PC 060), Av. Brigadeiro 

Faria Lima, 2170—Putim—12227–901 Sa ̃o 

Jose dos Campos—SP—Brasil; telephone +55 

12 3927–5852 or +55 12 3309–0732; fax +55 

12 3927–7546; email distrib@embraer.com.br; 

Internet http://www.flyembraer.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 

15, 2015. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–01177 Filed 1–29–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0188; Directorate 

Identifier 2013–NM–157–AD; Amendment 

39–18079; AD 2015–02–12] 

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 DHC–8–400 

series airplanes. This AD was prompted 

by reports of two in-service incidents 

where one side of the main landing gear 

(MLG) did not achieve down-lock. This 

AD requires doing a detailed inspection 

of the apex joints of the stabilizer brace 

lock link in the MLG for clearance; 

rectifying and repairing the clearance 

gap, if necessary; and lubricating the 

apex joints of the stabilizer brace lock 

link in the MLG. We are issuing this AD 

to detect and correct insufficiently 

greased stabilizer brace lock linkage of 

the MLG and over-torqued lock linkage 

attachment bolts, which could lead to 

the failure to extend and down-lock the 

MLG, and could affect the safe landing 

of the airplane. 

DATES: This AD becomes effective 

March 6, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 6, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0188 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., QSeries 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. 

FOR FURTHER INFORMATION CONTACT: 

Luke Walker, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone 516–228–7363; 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 

DHC–8–400 series airplanes. The NPRM 

published in the Federal Register on 

April 8, 2014 (79 FR 19299). 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2013–19, 

dated July 18, 2013 (referred to after this 

as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

certain Bombardier, Inc. Model DHC–8– 

400 series airplanes. The MCAI states: 

There have been two reported in-service 

incidents where one side of the main landing 

gear (MLG) did not achieve down-lock 

resulting in a gear unsafe indication. In both 

cases, the MLG was ultimately extended and 

down-lock was achieved through the use of 

the alternate extension system or by cycling 

the MLG. The investigation revealed that in 

both cases, the MLG stabilizer brace lock 

linkages were insufficiently greased and the 

lock linkage attachment bolts were overtorqued. 

Failure to extend and down-lock the MLG 

could adversely affect the safe landing of the 

aeroplane. 

This [TCCA] AD mandates the [detailed] 

inspection, rectification [and repair the 

clearance gap] as required, and lubrication of 

both MLG stabilizer brace lock link apex 

joints. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0188- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 19299, 

April 8, 2014) and the FAA’s response 

to each comment. 

Request To Include Only Requirements 

That Affect the Unsafe Condition 

Horizon Air requested that the NPRM 

(79 FR 19299, April 8, 2014) require 

only the section of the Accomplishment 

Instructions that corrects the unsafe 

condition. Horizon Air stated that the 

job set-up and close-out sections 


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5026 Federal Register / Vol. 80, No. 20 / Friday, January 30, 2015 / Rules and Regulations 

specified in the Accomplishment 

Instructions of Bombardier Service 

Bulletin 84–32–121, dated May 27, 

2013, do not directly correct the unsafe 

condition. Horizon Air also stated that 

incorporating the job set-up and closeout sections as a requirement of the 

NPRM restricts the operator’s ability to 

perform other maintenance in 

conjunction with the incorporation of 

the service information. Horizon Air 

stated that it would like the NPRM to 

mandate section 3.B. of the 

Accomplishment Instructions, which 

addresses the unsafe condition. 

We agree with the commenter’s 

request and rationale. We have changed 

paragraphs (g), (g)(2), and (h) of this AD 

to specify that the actions be done in 

accordance with paragraph 3.B., 

‘‘Procedure,’’ of the Accomplishment 

Instructions of Bombardier Service 

Bulletin 84–32–121, dated May 27, 

2013. 

Request To Remove Requirement To 

Include AD Reference in Repair 

Approvals 

Horizon Air requested that the 

sentence in paragraph (g)(2) of the 

NPRM (79 FR 19299, April 8, 2014), 

stating, ‘‘For a repair method to be 

approved, the repair approval must 

specifically refer to this AD,’’ be 

removed. Horizon Air stated the 

sentence should not be included in the 

NPRM, or at the very least it should be 

modified because it will place an 

unnecessary regulatory burden on 

operators with airplanes built in 

Canada. 

Horizon Air stated that Transport 

Canada Civil Aviation (TCCA) is the 

aviation authority for the Bombardier, 

Inc. Model DHC–8–400 series airplanes. 

Horizon Air also stated that the NPRM 

restates the requirement of the Canadian 

AD. Horizon Air stated that any repairs 

created by Bombardier, Inc. would have 

to be in compliance with the Canadian 

AD and the repair would specifically 

refer to the Canadian AD. Horizon Air 

stated that the bilateral agreement 

between Canada and the United States 

accepts documents approved by TCCA 

as meeting the requirements for FAA 

approval. Horizon Air asked whether 

the FAA AD number is really necessary 

when the repair is approved by TCAA 

and specifically refers to the Canadian 

AD. Horizon Air also stated that the 

repair meets the approval requirements 

from TCAA. 

Horizon Air stated that the language 

specified in paragraph (g)(2) of the 

NPRM would force an operator who 

incorporated a repair method prior to 

the effective date of the AD to go back 

to the manufacturer and request a 

revision to the repair method to add the 

FAA AD number, even if the repair 

method referenced the Canadian AD. 

Horizon Air stated that it has 

discussed this statement with 

Bombardier Aerospace, and the Q400 

Engineering Department Management 

stated it is under the TCCA ‘‘umbrella’’ 

and it can only make reference to a 

Canadian AD on its repair drawings. 

Horizon Air stated that if this 

requirement is retained in the NPRM it 

would require an operator to somehow 

have a repair drawing revised to include 

the FAA AD number. Horizon Air also 

stated that this statement in the NPRM 

should allow the Canadian AD number 

to be equivalent to the FAA AD number. 

Horizon Airlines stated that an 

operator could pursue an alternative 

method of compliance (AMOC), but that 

would add additional time and cost to 

comply with the NPRM. Horizon 

Airlines also stated that the additional 

time required for an AMOC will most 

likely delay the airplane’s return to 

service. Horizon Airlines stated that if 

the AMOC is needed on a weekend or 

on a Federal holiday, the return to 

service would take even longer. 

We concur with the commenter’s 

request to remove from this AD the 

requirement that repair approvals 

specifically refer to this AD. 

Since late 2006, we have included a 

standard paragraph titled ‘‘Airworthy 

Product’’ in all MCAI ADs in which the 

FAA develops an AD based on a foreign 

authority’s AD. The MCAI or referenced 

service information in an FAA AD often 

directs the owner/operator to contact 

the manufacturer for corrective actions, 

such as a repair. Briefly, the Airworthy 

Product paragraph allowed owners/

operators to use corrective actions 

provided by the manufacturer if those 

actions were FAA-approved. In 

addition, the paragraph stated that any 

actions approved by the State of Design 

Authority (or its delegated agent) are 

considered to be FAA-approved. 

In the NPRM (79 FR 19299, April 8, 

2014), we proposed to prevent the use 

of repairs that were not specifically 

developed to correct the unsafe 

condition, by requiring that the repair 

approval provided by the State of 

Design Authority or its delegated agent 

specifically refer to this FAA AD. This 

change was intended to clarify the 

method of compliance and to provide 

operators with better visibility of repairs 

that are specifically developed and 

approved to correct the unsafe 

condition. In addition, we proposed to 

change the phrase ‘‘its delegated agent’’ 

to include ‘‘the Design Approval Holder 

(DAH) with a State of Design 

Authority’s design organization 

approval (DOA)’’ to refer to a DAH 

authorized to approve required repairs 

for the AD. 

Comments were provided to another 

NPRM (Directorate Identifier 2012–NM– 

101–AD (79 FR 19299, April 8, 2014)) 

about these proposed changes. One 

commenter (UPS) to that NPRM stated 

the following: ‘‘The proposed wording, 

being specific to repairs, eliminates the 

interpretation that Airbus messages are 

acceptable for approving minor 

deviations (corrective actions) needed 

during accomplishment of an AD 

mandated Airbus service bulletin.’’ 

This comment has made the FAA 

aware that some operators have 

misunderstood or misinterpreted the 

Airworthy Product paragraph to allow 

the owner/operator to use messages 

provided by the manufacturer as 

approval of deviations during the 

accomplishment of an AD-mandated 

action. The Airworthy Product 

paragraph does not approve messages or 

other information provided by the 

manufacturer for deviations to the 

requirements of the AD-mandated 

actions. The Airworthy Product 

paragraph only addresses the 

requirement to contact the manufacturer 

for corrective actions for the identified 

unsafe condition and does not cover 

deviations from other AD requirements. 

However, deviations to AD-required 

actions are addressed in 14 CFR 39.17, 

and anyone may request the approval 

for an alternative method of compliance 

to the AD-required actions using the 

procedures found in 14 CFR 39.19. 

To address this misunderstanding and 

misinterpretation of the Airworthy 

Product paragraph, we have changed 

that paragraph and retitled it 

‘‘Contacting the Manufacturer.’’ This 

paragraph now clarifies that for any 

requirement in this AD to obtain 

corrective actions from a manufacturer, 

the actions must be accomplished using 

a method approved by the FAA, TCCA, 

or Bombardier, Inc.’s TCCA Design 

Approval Organization (DAO). 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DAO, the approval must include 

the DAO-authorized signature. The DAO 

signature indicates that the data and 

information contained in the document 

are TCCA-approved, which is also FAAapproved. Messages and other 

information provided by the 

manufacturer that do not contain the 

DAO-authorized signature approval are 

not TCCA-approved, unless TCCA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility afforded previously by the 

Airworthy Product paragraph. 


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Federal Register / Vol. 80, No. 20 / Friday, January 30, 2015 / Rules and Regulations 5027 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the AD 

Implementation Aviation Rulemaking 

Committee to increase flexibility in 

complying with ADs by identifying 

those actions in manufacturers’ service 

instructions that are ‘‘Required for 

Compliance’’ with ADs. We continue to 

work with manufacturers to implement 

this recommendation. But once we 

determine that an action is required, any 

deviation from the requirement must be 

approved as an alternative method of 

compliance. 

Other commenters pointed out that in 

many cases the foreign manufacturer’s 

service bulletin and the foreign 

authority’s MCAI may have been issued 

some time before the FAA AD. 

Therefore, the DAO may have provided 

U.S. operators with an approved repair, 

developed with full awareness of the 

unsafe condition, before the FAA AD is 

issued. Under these circumstances, to 

comply with the FAA AD, the operator 

would be required to go back to the 

manufacturer’s DAO and obtain a new 

approval document, adding time and 

expense to the compliance process with 

no safety benefit. 

Based on the comment, we removed 

the requirement from this AD that the 

DAH-provided repair specifically refer 

to this AD. Before adopting such a 

requirement in the future, the FAA will 

coordinate with affected DAHs and 

verify they are prepared to implement 

means to ensure that their repair 

approvals consider the unsafe condition 

addressed in an AD. Any such 

requirements will be adopted through 

the normal AD rulemaking process, 

including notice-and-comment 

procedures, when appropriate. 

We have also decided not to include 

a generic reference to either the 

‘‘delegated agent’’ or the ‘‘DAH with 

State of Design Authority design 

organization approval,’’ but instead we 

will provide the specific delegation 

approval granted by the State of Design 

Authority for the DAH. 

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 

19299, April 8, 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 19299, 

April 8, 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 

Bombardier, Inc., has issued 

Bombardier Service Bulletin 84–32–121, 

dated May 27, 2013. This service 

information describes doing a detailed 

inspection of the apex joints of the 

stabilizer brace lock link in the MLG for 

clearance; rectifying and repairing the 

clearance gap, if necessary; and 

lubricating the apex joints of the 

stabilizer brace lock link in the MLG. 

You can find this information at 

http://www.regulations.gov by searching 

for and locating Docket No. FAA–2014– 

0188. 

Costs of Compliance 

We estimate that this AD affects 75 

airplanes of U.S. registry. 

We also estimate that it will take 

about 3 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 $19,125, or $255 

per product. 

We have received no definitive data 

that would enable us to provide cost 

estimates 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 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0188; or in 

person at the Docket Management 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

AD, the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket 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): 

2015–02–12 Bombardier, Inc.: Amendment 

39–18079. Docket No. FAA–2014–0188; 

Directorate Identifier 2013–NM–157–AD. 

(a) Effective Date 

This AD becomes effective March 6, 2015. 


rljohnson on DSK4SPTVN1PROD with RULES
5028 Federal Register / Vol. 80, No. 20 / Friday, January 30, 2015 / Rules and Regulations 

(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 

4001 through 4454 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32; Main Landing Gear. 

(e) Reason 

This AD was prompted by reports of two 

in-service incidents where one side of the 

main landing gear (MLG) did not achieve 

down-lock. We are issuing this AD to detect 

and correct insufficiently greased stabilizer 

brace lock linkage of the MLG and overtorqued lock linkage attachment bolts, which 

could lead to the failure to extend and downlock the MLG, and could affect the safe 

landing of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection 

Within 1,000 flight hours or 6 months after 

the effective date of this AD, whichever 

occurs first: Do a detailed inspection of the 

apex joints of the stabilizer brace lock link in 

the main landing gear (MLG) for clearance, in 

accordance with paragraph 3.B., 

‘‘Procedure,’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–32–121, dated May 27, 2013. 

(1) If the clearance gap is 0.001 inches 

(0.025 millimeters) or greater, do the action 

in paragraph (h) of this AD at the time 

specified in paragraph (h) of this AD. 

(2) If the clearance gap is less than 0.001 

inches (0.025 millimeters), before further 

flight, rectify the clearance gap, in 

accordance with paragraph 3.B., 

‘‘Procedure,’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–32–121, dated May 27, 2013; and do the 

action in paragraph (h) of this AD at the time 

specified in paragraph (h) of this AD. If the 

clearance gap cannot be rectified in 

accordance with Bombardier Service Bulletin 

84–32–121, dated May 27, 2013: Before 

further flight, repair using a method 

approved by the Manager, New York Aircraft 

Certification Office (ACO), ANE–170, FAA; 

or Transport Canada Civil Aviation (TCCA); 

or Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). After the repair is done, 

do the action in paragraph (h) of this AD at 

the time specified in paragraph (h) of this 

AD. 

Note 1 to paragraphs (g) and (h) of this AD: 

Completion of the actions in this AD does not 

affect the actions specified in the existing 

maintenance review board (MRB) task 

number 320001–201. 

(h) Lubrication 

Within 1,000 flight hours or 6 months after 

the effective date of this AD, whichever 

occurs first: Lubricate the apex joints of the 

stabilizer brace lock link in the MLG, in 

accordance with paragraph 3.B., 

‘‘Procedure,’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–32–121, dated May 27, 2013. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (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. 

(j) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2013–19, dated 

July 31, 2013, for related information. This 

MCAI may be found in the AD docket on the 

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

MCAI may be found in the AD docket on the 

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

searching for and locating it in Docket No. 

FAA–2014–0188. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Bombardier Service Bulletin 84–32–121, 

dated May 27, 2013. 

(ii) Reserved. 

(3) 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. 

(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 

14, 2015. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–01180 Filed 1–29–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0173; Directorate 

Identifier 2013–NM–069–AD; Amendment 

39–18083; AD 2015–02–16] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2009–06– 

06 for all Airbus Model A310 and 

A300–600 series airplanes. AD 2009– 

06–06 required revising the 

Airworthiness Limitations Section of 

the Instructions for Continued 

Airworthiness to incorporate new 

limitations and maintenance tasks for 

aging systems maintenance. This new 

AD requires revising the maintenance or 

inspection program to incorporate new 

maintenance requirements and 

airworthiness limitations. This AD was 

prompted by a determination that more 

restrictive maintenance requirements 

and airworthiness limitations are 

necessary. We are issuing this AD to 

prevent reduced structural integrity and 

reduced control of these airplanes due 

to the failure of system components. 

DATES: This AD becomes effective 

March 6, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 6, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of April 28, 2009 (74 FR 

12228, March 24, 2009). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0173; or in 

person at the Docket Management 


rljohnson on DSK4SPTVN1PROD with RULES