7290 Federal Register / Vol. 80, No. 27 / Tuesday, February 10, 2015 / Rules and Regulations 

(d) 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. 

(e) Required Actions 

Before further flight and thereafter at 

intervals not to exceed 10 hours time-inservice, using a light and a mirror, visually 

inspect the hopper for a crack at the four fan 

attachment points. The hopper is depicted as 

item ‘‘a’’ and the fan as item ‘‘b’’ in Figure 

1 of Airbus Helicopters Emergency Alert 

Service Bulletin No. 05A020, Revision 0, 

dated October 20, 2014 (EASB). If there is a 

crack in the hopper, replace the hopper with 

an airworthy hopper. Examples of a crack are 

shown in Figure 2 of the EASB. Replacing the 

hopper does not constitute terminating action 

for the repetitive visual inspections required 

by this AD. 

(f) Special Flight Permits 

Special flight permits may be issued 

provided that the fan is removed. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

EAD. Send your proposal to: Eric Haight, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

eric.haight@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 

EAD through an AMOC. 

(h) Additional Information 

The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) 

Emergency AD No. 2014–0229–E, dated 

October 20, 2014. You may view the EASA 

AD on the Internet at http://

www.regulations.gov by searching for and 

locating it in Docket No. FAA–2015–0133. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Tracking Code: 6322 Main Rotor Drive 

Rotorcraft Cooling Fan System. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 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 Helicopters Emergency Alert 

Service Bulletin No. 05A020, Revision 0, 

dated October 20, 2014. 

(ii) Reserved. 

(3) For Airbus Helicopters 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; or at http://

www.airbushelicopters.com/techpub. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(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 Fort Worth, Texas, on January 16, 

2015. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–01803 Filed 2–9–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0142; Directorate 

Identifier 2012–NM–161–AD; Amendment 

39–18093; AD 2015–02–24] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2007–03– 

18, AD 2008–17–02, AD 2012–08–03, 

and AD 2012–15–14, for certain Airbus 

Model A300 B4–2C, B4–103, and B4– 

203 airplanes; 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); and Model 

A310 series airplanes. AD 2007–03–18, 

AD 2008–17–02, AD 2012–08–03, and 

AD 2012–15–14 required repetitive 

inspections of the forward lugs of the aft 

bearing at rib 5 of the main landing gear 

(MLG) on the left-hand (LH) and righthand (RH) wings, and repair if 

necessary; and installation of new 

bushes with increased interference fit in 

the forward lug of the aft bearing at rib 

5 of the MLG on the LH and RH wings. 

This new AD adds airplanes to the 

applicability; and adds, for certain 

airplanes, repetitive inspections of the 

MLG rib 5 aft bearing forward lugs, and 

repair if necessary. This AD was 

prompted by reports of cracking in the 

forward lug of the MLG rib 5 aft bearing 

attachment. We are issuing this AD to 

detect and correct cracking of the 

forward lugs of the aft bearing at rib 5 

of the MLG on the LH and RH wings, 

which could affect the structural 

integrity of the MLG attachment, 

resulting in possible MLG collapse 

during landing or rollout. 

DATES: This AD becomes effective 

March 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of September 11, 2012 (77 FR 

46937, August 7, 2012). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of May 29, 2012 (77 FR 

24367, April 24, 2012). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of September 17, 2008 (73 FR 

47032, August 13, 2008). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of February 6, 2007 (72 FR 

2612, January 22, 2007). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0142; 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 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– 

0142. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 


rljohnson on DSK3VPTVN1PROD with RULES
Federal Register / Vol. 80, No. 27 / Tuesday, February 10, 2015 / Rules and Regulations 7291 

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 to supersede AD 2008–17–02, 

Amendment 39–15640 (73 FR 47032, 

August 13, 2008); AD 2012–08–03, 

Amendment 39–17019 (77 FR 24367, 

April 24, 2012); and AD 2012–15–14, 

Amendment 39–17143 (77 FR 46937, 

August 7, 2012). AD 2008–17–02, AD 

2012–08–03, and AD 2012–15–14, 

applied to certain Airbus Model A300 

B4–2C, B4–103, and B4–203 airplanes; 

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); and Model A310 series 

airplanes. The NPRM published in the 

Federal Register on March 12, 2014 (79 

FR 13938). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2012–0176, dated September 

7, 2012, corrected September 20, 2012 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Several cases of corrosion of the Main 

Landing Gear (MLG) Rib 5 aft fitting forward 

lug have been reported on A310 family 

aeroplanes. In some instances, corrosion pits 

caused the cracking of the forward lug. 

This condition, if not detected and corrected, 

may lead to the complete failure of the fitting 

and thus could affect the structural integrity 

of the MLG installation. 

EASA ADs 2006–0372R1 (http://

ad.easa.europa.eu/blob/easa_ad_2006_0372_

R1_superseeded.pdf/AD_2006-0372R1_1), 

2007–0195 (http://ad.easa.europa.eu/blob/

easa_ad_2007_0195_superseded.pdf/AD_

2007-0195_1) [which corresponds with FAA 

AD 2008–17–02, Amendment 39–15640 (73 

FR 47032, August 13, 2008)], 2010–0250 

(http://ad.easa.europa.eu/blob/easa_ad_

2010_0250_superseded.pdf/AD_2010-0250_

1) [which corresponds with FAA AD 2012– 

15–14, Amendment 39–17143 (77 FR 46937, 

August 7, 2012)] and 2010–0251 (http://

ad.easa.europa.eu/blob/easa_ad_2010_0251_

superseded.pdf/AD_2010-0251_1) [which 

corresponds with FAA AD 2012–08–03, 

Amendment 39–17019 (77 FR 24367, April 

24, 2012)] were issued to address this 

condition and required a repetitive 

inspection programme of the MLG Rib 5 

fitting forward lugs and, as terminating 

action, the embodiment of mandatory design 

change (bushes with increased interference 

fit). 

MLG Rib 5 forward lug on A320 family 

aeroplanes is a similar design to the A300/ 

A300–600/A310 family. Since those [EASA] 

ADs were issued, on two A321 aeroplanes, 

post modification (bushes with increased 

interference fit) MLG Rib 5 forward lugs were 

reportedly found ruptured. One other case 

was due to a sealant discrepancy that led to 

water ingress and consequently corrosion 

initiation, leading to cracking. Subsequent 

investigation results have shown that a 

remaining defect, not removed during the 

repair, had propagated, resulting in rupture 

of the lug. 

For the reasons stated above, this new 

[EASA] AD retains the requirements of EASA 

ADs 2006–0372R1, 2007–0195, 2010–0250 

and 2010–0251, which are superseded, 

expands the applicability to all models and 

series of A300, A310, A300–600 and A300– 

600ST aeroplanes, and requires: 

—For aeroplanes not yet modified or 

repaired, implementation of Modification 

Service Bulletin (SB) A300–57–0249, 

A310–57–2090, A300–57–6106, or A300– 

57–9019, all at Revision 3, and 

—for aeroplanes which already embody that 

modifications, at original issue or revision 

01 or 02 of the applicable SB, or have MLG 

Ribs already repaired in accordance with 

Airbus repair instruction R57240221 or 

R57249121, implementation of an 

additional inspection programme 

[repetitive detailed inspection for cracking 

or ultrasonic inspections for any crack 

indication] and associated corrective 

action(s) [detailed inspection for cracking 

if any crack indication found, and repair]. 

The unsafe condition is cracking of the 

forward lugs of the aft bearing at rib 5 

of the MLG on the LH and RH wings, 

which could affect the structural 

integrity of the MLG attachment, 

resulting in possible MLG collapse 

during landing or rollout. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0142- 

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 13938, 

March 12, 2014) and the FAA’s response 

to each comment. 

Request To Withdraw the NPRM (79 FR 

13938, March 12, 2014) 

United Parcel Service (UPS) requested 

that we withdraw the NPRM (79 FR 

13938, March 12, 2014) and focus on 

airplanes that have been serviced at the 

facilities where the two airplanes 

specified in the Discussion section of 

the NPRM had been reworked. UPS 

stated that both events are the result of 

an operator not following procedures. 

We disagree with the commenter’s 

request to withdraw the NPRM (79 FR 

13938, March 12, 2014). This issue 

concerns more than one operator and 

airplane model. We have no data 

indicating that these events are 

definitively limited to just one repair 

station or operator. Therefore, the 

unsafe condition may exist on other 

airplanes of a similar type design. 

Consequently, the actions required by 

this final rule must be done for 

airplanes identified in paragraph (c) of 

this AD. We have not changed this AD 

in this regard. 

Request To Revise Post-Modification 

Repetitive Inspection 

UPS requested that we revise the postmodification repetitive inspections to a 

one-time inspection. UPS stated that it 

does not believe that the root cause of 

the reported events is addressed in the 

NPRM (79 FR 13938, March 12, 2014). 

UPS explained that the primary focus of 

Airbus Mandatory Service Bulletin 

A300–57–6106, Revision 03, dated 

January 26, 2012, and the incident 

investigation is on sealing and 

protection in the bushing head area. 

UPS stated that the only difference 

between the sealing process of Airbus 

Mandatory Service Bulletin A300–57– 

6106, Revision 03, dated January 26, 

2012, and prior service bulletin revision 

levels, is the application of a single coat 

of polyurethane paint applied over the 

fillet seal around the bushing flange. 

UPS explained that, based on a process 

review of Airbus Service Bulletin A300– 

57–6106 and the failure analysis results 

from the two post-modification reported 

events, it concurs that a postmodification check of the modification 

integrity is valid; however, the postmodification repetitive inspection 

should be a one-time inspection to 

verify proper accomplishment of the 

rework process. 

We disagree with the commenter’s 

request to revise the post-modification 

repetitive inspections to a one-time 

inspection. The corresponding MCAI 

specifies that the inspection be 

repeated; FAA ADs match the MCAI 

requirements if the MCAI provides an 

adequate level of safety and does not 

conflict with FAA policies. The sealing 

process could be compromised over 

time. Thus a repetitive inspection is 

considered necessary to ensure that 

corrosion will not occur and to ensure 

the structural integrity of the MLG rib 5. 

However, under the provisions of 

paragraph (aa) of this AD, we might 

approve requests for adjustments to the 

compliance time if data are submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. We have not changed this AD in 

this regard. 


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Request To Supersede AD 2007–03–18, 

Amendment 39–14929 (72 FR 5919, 

February 8, 2007) 

UPS requested that we revise the 

wording in paragraph (o) of the NPRM 

(79 FR 13938, March 12, 2014) to 

terminate the inspections required by 

AD 2007–03–18, Amendment 39–14929 

(72 FR 5919, February 8, 2007); and to 

add AD 2007–03–18 to the list of 

superseded ADs in paragraph (b)(1) of 

the NPRM. UPS stated that it believes 

the intent of paragraph (g) of AD 2012– 

15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012), was to 

terminate the AD 2007–03–18 

inspection requirements upon initiation 

of inspections as described in Airbus 

Mandatory Service Bulletin A300–57– 

6107, including Appendix 01, dated 

August 8, 2007. 

We agree with the commenter’s 

request to add AD 2007–03–18, 

Amendment 39–14929 (72 FR 5919, 

February 8, 2007), to the list of 

superseded ADs in this final rule. We 

have revised paragraph (b) of this AD by 

removing paragraph (b)(2) of the NPRM 

(79 FR 13938, March 12, 2014); redesignating paragraph (b)(1) of the 

NPRM as paragraph (b) of this AD; 

adding new paragraph (b)(1) to this AD, 

which adds AD 2007–03–18 to the list 

of superseded ADs in this AD; and redesignating paragraphs (b)(1)(i) through 

(b)(1)(iii) of the NPRM as paragraphs 

(b)(2) through (b)(4) of this AD, 

respectively. 

Request To Remove Repair Approval 

Requirement 

UPS requested that we remove the 

statement ‘‘For a repair method to be 

approved, the repair approval must 

specifically refer to this AD’’ in 

paragraph (x) of the NPRM (79 FR 

13938, March 12, 2014). UPS 

acknowledged that the rules governing 

the AD repair and deviation approval 

process for foreign-manufactured 

aircraft differ from domestic-built 

airplanes. UPS recommended that the 

FAA meet with U.S. operators of 

foreign-built airplanes to discuss 

concerns about repair instructions being 

used that might not fully address the 

unsafe condition and to review options 

to alleviate those concerns. 

We concur with the commenter’s 

request to remove from this final rule 

the requirement that repair approvals 

must specifically refer to this AD. Our 

responses to specific aspects of this 

request are presented as follows. 

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 13938, March 12, 

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 State of Design Authority’s 

design organization approval’’ to refer to 

a DAH authorized to approve required 

repairs for the proposed AD. 

UPS also commented on an NPRM 

having Directorate Identifier 2012–NM– 

101–AD (78 FR 78285, December 26, 

2013). UPS 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, EASA, 

or Airbus’s EASA Design Organization 

Approval (DOA). 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DOA, the approval must include 

the DOA-authorized signature. The DOA 

signature indicates that the data and 

information contained in the document 

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

information provided by the 

manufacturer that do not contain the 

DOA-authorized signature approval are 

not EASA-approved, unless EASA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility afforded previously by the 

Airworthy Product paragraph. 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the Airworthiness 

Directive 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 to the NPRM 

having Directorate Identifier 2012–NM– 

101–AD (78 FR 78285, December 26, 

2013) 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 DOA 

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 DOA and obtain a new 

approval document, adding time and 

expense to the compliance process with 

no safety benefit. 

Based on these comments, we 

removed the requirement that the DAHprovided repair specifically refer to this 


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Federal Register / Vol. 80, No. 27 / Tuesday, February 10, 2015 / Rules and Regulations 7293 

AD. Before adopting such a 

requirement, 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 the 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. 

Change to Paragraph (h)(3) of This AD 

We removed a requirement to use the 

latest revision of certain service 

information, which appeared as the last 

sentence at the end of paragraph (h)(3) 

of the NPRM (79 FR 13938, March 12, 

2014). That requirement already appears 

in paragraph (h)(2) of this AD. 

Conclusion 

We reviewed the available data, 

including 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 changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

13938, March 12, 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 13938, 

March 12, 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 the following service 

bulletins. 

Airbus Service Bulletin A300–57– 

0255, including Inspection Reporting 

Form, dated January 13, 2012. The 

service information describes 

procedures for inspections of the 

forward lugs of the aft bearing at rib 5 

of the MLG on the LH and RH wings. 

Airbus Service Bulletin A300–57– 

6112, including Inspection Reporting 

Form, dated January 13, 2012. The 

service information describes 

procedures for inspections of the 

forward lugs of the aft bearing at rib 5 

of the MLG on the LH and RH wings. 

Airbus Service Bulletin A310–57– 

2090, Revision 02, dated June 18, 2010. 

The service information describes 

procedures for installation of new 

bushes with increased interference fit in 

the forward lug of the aft bearing at rib 

5 of the MLG on the LH and RH wings. 

Airbus Service Bulletin A310–57– 

2101, including Inspection Reporting 

Form, dated January 13, 2012. The 

service information describes 

procedures for inspections of the 

forward lugs of the aft bearing at rib 5 

of the MLG on the LH and RH wings. 

This service information is reasonably 

available; see ADDRESSES for ways to 

access this service information. 

Costs of Compliance 

We estimate that this AD affects 194 

airplanes of U.S. registry. 

The actions that are required by AD 

2008–17–02, Amendment 39–15640 (73 

FR 47032, August 13, 2008), and 

retained in this AD take about 5 workhours per product, at an average labor 

rate of $85 per work-hour. Based on 

these figures, the estimated cost of the 

actions that were required by AD 2008– 

17–02 is $425 per product. 

The actions that are required by AD 

2012–08–03, Amendment 39–17019 (77 

FR 24367, April 24, 2012), and retained 

in this AD take about 38 work-hours per 

product, at an average labor rate of $85 

per work-hour. Required parts cost 

about $4,590 per product. Based on 

these figures, the estimated cost of the 

actions that were required by AD 2012– 

08–03 is $7,820 per product. 

The actions that are required by AD 

2012–15–14, Amendment 39–17143 (77 

FR 46937, August 7, 2012), and retained 

in this AD take about 3 work-hours per 

product, at an average labor rate of $85 

per work-hour. Based on these figures, 

the estimated cost of the actions that 

were required by AD 2012–15–14 is 

$255 per product. 

We also estimate that it would 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. Based on these figures, 

we estimate the cost of this AD on U.S. 

operators to be $49,470, 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. We have no way 

of determining the number of products 

that may need these actions. 

According to the manufacturer, some 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. The 

paperwork cost associated with this AD 

has been detailed in the Costs of 

Compliance section of this document 

and includes time for reviewing 

instructions, as well as completing and 

reviewing the collection of information. 

Therefore, all reporting associated with 

this AD is mandatory. Comments 

concerning the accuracy of this burden 

and suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave., SW., Washington, 

DC 20591, ATTN: Information 

Collection Clearance Officer, AES–200. 

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); 


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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-2014-0142; 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 

removing Airworthiness Directive (AD) 

2007–03–18, Amendment 39–14929 (72 

FR 5919, February 8, 2007); AD 2008– 

17–02, Amendment 39–15640 (73 FR 

47032, August 13, 2008); AD 2012–08– 

03, Amendment 39–17019 (77 FR 

24367, April 24, 2012); and AD 2012– 

15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012); and adding the 

following new AD: 

2015–02–24 Airbus: Amendment 39–18093. 

Docket No. FAA–2014–0142; Directorate 

Identifier 2012–NM–161–AD. 

(a) Effective Date 

This AD becomes effective March 17, 2015. 

(b) Affected ADs 

This AD replaces the ADs specified in 

paragraphs (b)(1) through (b)(4) of this AD. 

(1) AD 2007–03–18, Amendment 39–14929 

(72 FR 5919, February 8, 2007). 

(2) AD 2008–17–02, Amendment 39–15640 

(73 FR 47032, August 13, 2008). 

(3) AD 2012–08–03, Amendment 39–17019 

(77 FR 24367, April 24, 2012). 

(4) AD 2012–15–14, Amendment 39–17143 

(77 FR 46937, August 7, 2012). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) and (c)(2) of 

this AD, certificated in any category, all 

manufacturer serial numbers. 

(1) Airbus Model A300 B2–1A, B2–1C, 

B2K–3C, and B2–203 airplanes; Model A300 

B4–2C, B4–103, and B4–203 airplanes; Model 

A300 B4–601, B4–603, B4–620, B4–622, B4– 

605R, B4–622R, F4–605R, and F4–622R 

airplanes; and Model A300 C4–605R Variant 

F airplanes. 

(2) Airbus Model A310–203, –204, –221, 

–222, –304, –322, –324, and –325 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by reports of 

cracking in the forward lug of the main 

landing gear (MLG) rib 5 aft bearing 

attachment. We are issuing this AD to detect 

and correct cracking of the forward lugs of 

the aft bearing at rib 5 of the MLG on the lefthand (LH) and right-hand (RH) wings, which 

could affect the structural integrity of the 

MLG attachment, resulting in possible MLG 

collapse during landing or rollout. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Detailed Inspection 

and Corrective Actions 

This paragraph restates the requirements of 

paragraph (f) of AD 2008–17–02, Amendment 

39–15640 (73 FR 47032, August 13, 2008). 

For Model A310 airplanes, except for those 

where LH and RH wing MLG rib 5 forward 

lugs have been repaired by installation of 

oversized interference fit bushes as per 

Airbus A310 Repair Instruction R572–49121, 

or which have had Airbus Service Bulletin 

A310–57–2090 (Airbus Modification 13329) 

embodied in service: Do the actions specified 

in paragraphs (g)(1), (g)(2), and (g)(3) of this 

AD, in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A310– 

57A2088, dated November 6, 2006. 

(1) Before the accumulation of 12,000 total 

flight cycles, or within 14 days after February 

6, 2007 (the effective date of AD 2007–02–09, 

Amendment 39–14896 (72 FR 2612, January 

22, 2007)), whichever occurs later: Perform a 

detailed visual inspection of the LH and RH 

wing MLG rib 5 aft bearing forward lugs. 

(2) If any crack is detected at LH and/or RH 

aft bearing forward lug, contact Airbus and 

proceed with the replacement before next 

flight. 

(3) Repeat the inspection at intervals not 

exceeding 100 flight cycles. 

(h) Retained Actions and Compliance 

This paragraph restates the requirements of 

paragraph (g) of AD 2008–17–02, 

Amendment 39–15640 (73 FR 47032, August 

13, 2008), with new service information for 

paragraphs (h)(2), (h)(3), and (h)(4)(ii) of this 

AD, and specific delegation approval 

language in paragraphs (h)(3) and (h)(4)(ii) of 

this AD. For Model A310 airplanes, except 

for those where LH and RH wing MLG rib 5 

forward lugs have been repaired by 

installation of oversized interference fit 

bushes as per Airbus A310 Repair Instruction 

R572–49121, or which have had Airbus 

Service Bulletin A310–57–2090 (Airbus 

Modification 13329) embodied in service: 

Before the accumulation of 12,000 total flight 

cycles or before the accumulation of 12,000 

flight cycles on MLG rib 5, or within 14 days 

after September 17, 2008 (the effective date 

of AD 2008–17–02), whichever occurs latest, 

perform either a detailed visual inspection 

(DVI) or an ultrasonic inspection of the LH 

and RH MLG rib 5 aft bearing forward lug for 

cracks, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A310–57–2091, excluding 

Appendix 01, dated May 22, 2007. If a MLG 

rib 5 has been replaced on one side only, 

then the LH and RH must be considered 

separately. Doing this inspection ends the 

requirements of paragraph (g) of this AD for 

that MLG rib 5 only. 

(1) If no crack is detected during any 

inspection required by paragraph (h) of this 

AD: Repeat the applicable inspection at the 

time specified in paragraph (h)(1)(i) or 

(h)(1)(ii) of this AD. 

(i) Repeat the DVI thereafter at intervals not 

to exceed 100 flight cycles. 

(ii) Repeat the ultrasonic inspection 

thereafter at intervals not to exceed 825 flight 

cycles. 

(2) Replacement of the MLG rib 5 bushes 

with new bushes with high interference fit in 

the aft bearing forward lugs of MLG rib 5, in 

accordance with the Accomplishment 

Instructions of a service bulletin specified in 

paragraph (h)(2)(i), (h)(2)(ii), or (h)(2)(iii) of 

this AD, ends the repetitive inspections 

required by paragraph (h)(1) of this AD for 

that MLG rib 5 only. As of the effective date 

of this AD, use only Airbus Mandatory 

Service Bulletin A310–57–2090, Revision 03, 

dated January 23, 2012, for the actions 

specified in this paragraph. 

(i) Airbus Service Bulletin A310–57–2090, 

Revision 01, dated December 19, 2007. 

(ii) Airbus Mandatory Service Bulletin 

A310–57–2090, Revision 02, dated June 18, 

2010. 

(iii) Airbus Mandatory Service Bulletin 

A310–57–2090, Revision 03, dated January 

23, 2012. 

(3) If any crack is detected during the DVI 

required by paragraph (h) of this AD: Before 

further flight, contact Airbus for replacement 

instructions and replace the MLG rib 5 

bushes before further flight. As of the 

effective date of this AD: Before further flight, 

replace 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). Repeat the applicable 

inspection in paragraph (h) of this AD at the 

time specified in paragraph (h)(1)(i) or 

(h)(1)(ii) of this AD. Accomplishing the 

replacement of the MLG rib 5 bushes with 

new bushes with high interference fit in the 

aft bearing forward lugs of MLG rib 5, in 

accordance with the Accomplishment 


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Instructions of a service bulletin specified in 

paragraph (h)(2)(i), (h)(2)(ii), or (h)(2)(iii) of 

this AD, ends the repetitive inspections 

required by paragraph (h)(1) of this AD for 

that MLG rib 5 only. 

(4) If any crack is detected during the 

ultrasonic inspection required by paragraph 

(h) of this AD, before further flight, 

accomplish the actions specified in 

paragraph (h)(4)(i) or (h)(4)(ii) of this AD, as 

applicable. 

(i) If any crack is not visible on MLG rib 

5: Before further flight, repair MLG rib 5 

using Airbus A310 Repair Instruction R572– 

49121, Issue C, dated May 2007. After 

embodiment of the repair instruction, no 

further actions are necessary as required by 

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

specified in Airbus Service Bulletin A310– 

57–2091, excluding Appendix 01, dated May 

22, 2007, for that MLG rib 5 only. 

(ii) If any crack is visible on MLG rib 5: 

Before further flight, contact Airbus for rib 

replacement instructions, and replace before 

further flight. As of the effective date of this 

AD: Before further flight, replace using a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the EASA; or 

Airbus’s EASA DOA. Repeat the applicable 

inspection in paragraph (h) of this AD at the 

time specified in paragraph (h)(1)(i) or 

(h)(1)(ii) of this AD. Accomplishing the 

replacement of the MLG rib 5 bushes with 

new bushes with high interference fit in the 

aft bearing forward lugs of MLG rib 5, in 

accordance with the Accomplishment 

Instructions of a service bulletin specified in 

paragraph (h)(2)(i), (h)(2)(ii), or (h)(2)(iii) of 

this AD, ends the repetitive inspections 

required by paragraph (h) of this AD for that 

MLG rib 5 only. 

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

ultrasonic inspection will detect any crack at 

an early stage and will limit the risk of 

extensive repairs. This earlier crack detection 

is not possible with the DVI. 

(i) Retained Installation 

This paragraph restates the requirements of 

paragraph (g) of AD 2012–08–03, 

Amendment 39–17019 (77 FR 24367, April 

24, 2012), and applies to the airplanes 

identified in paragraph (j) of this AD. Within 

30 months after May 29, 2012 (the effective 

date of AD 2012–08–03), install new bushes 

with increased interference fit in the gear rib 

5 aft bearing forward lug on the LH and RH 

wings, in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (i)(1), (i)(2), or (i)(3) of this AD; 

except as specified in paragraph (k) of this 

AD. 

(1) Airbus Mandatory Service Bulletin 

A300–57–0249, Revision 03, dated January 

18, 2012 (for Model A300 B4–2C, B4–103, 

and B4–203 airplanes). 

(2) Airbus Mandatory Service Bulletin 

A300–57–6106, Revision 03, dated January 

26, 2012 (for Model A300–600 series 

airplanes). 

(3) Airbus Mandatory Service Bulletin 

A310–57–2090, Revision 03, dated January 

23, 2012 (for Model A310 series airplanes). 

(j) Affected Airplanes for the Actions 

Required by Paragraph (i) of This AD 

For airplanes identified in paragraphs 

(j)(1), (j)(2), and (j)(3) of this AD: Do the 

actions required by paragraph (i) of this AD. 

(1) Airbus Model A300 B4–2C, B4–103, 

and B4–203 airplanes; all serial numbers; 

except airplanes on which the MLG rib 5 

forward lugs of the LH and RH wings have 

been repaired by installation of oversized 

interference fit bushes specified in Airbus 

Repair Instruction R57240221, or those on 

which the LH and RH wings have had Airbus 

Service Bulletin A300–57–0249 embodied in 

service. 

(2) Airbus Model A300 B4–601, B4–603, 

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

A300 B4–605R and B4–622R airplanes; 

Airbus Model A300 F4–605R and F4–622R 

airplanes; and Airbus Model A300 C4–605R 

Variant F airplanes; all serial numbers; 

except airplanes on which the MLG rib 5 

forward lugs of the LH and RH wings have 

been repaired by installation of oversized 

interference fit bushes specified in Airbus 

Repair Instruction R57240221, or those on 

which the LH and RH wings have had Airbus 

Service Bulletin A300–57–6106 embodied in 

service. 

(3) Airbus Model A310–203, –204, –221, 

–222, –304, –322, –324, and –325 airplanes; 

all serial numbers; except airplanes on which 

the MLG rib 5 forward lugs of the LH and RH 

wings have been repaired by installation of 

oversized interference fit bushes specified in 

Airbus Repair Instruction R57249121, or 

those on which the LH and RH wings have 

had Airbus Service Bulletin A310–57–2090 

embodied in service. 

(k) Retained Exception for Airplanes 

Identified in Paragraphs (j)(1), (j)(2), and 

(j)(3) of This AD 

This paragraph restates the requirements of 

paragraph (h) of AD 2012–08–03, 

Amendment 39–17019 (77 FR 24367, April 

24, 2012), and applies to the airplanes 

identified in paragraphs (j)(1), (j)(2), and (j)(3) 

of this AD. If one wing had rib 5 forward lugs 

of the MLG repaired by installing oversized 

interference fit bushes, as specified in Airbus 

Repair Instruction R57240221 or Airbus 

Repair Instruction R572–49121, as applicable 

to the airplane model, then installing new 

bushes with increased interference fit in the 

aft bearing forward lug of the gear rib, as 

specified in paragraph (i) of this AD, is 

required for the opposite wing only. 

(l) Retained Terminating Action for Certain 

Inspections 

This paragraph restates the requirements of 

paragraph (i) of AD 2012–08–03, Amendment 

39–17019 (77 FR 24367, April 24, 2012), and 

applies to the airplanes identified in 

paragraphs (j)(1), (j)(2), and (j)(3) of this AD. 

Installation of new bushes, as specified in 

paragraph (i) of this AD, is terminating action 

for the repetitive inspections required by AD 

2007–03–18, Amendment 39–14929 (72 FR 

5919, February 8, 2007); and by paragraphs 

(g) and (h) of this AD. 

(m) Retained Repetitive Inspections 

This paragraph restates the requirements of 

paragraph (g) of AD 2012–15–14, 

Amendment 39–17143 (77 FR 46937, August 

7, 2012), and applies to the airplanes 

identified in paragraph (n) of this AD. Except 

as provided by paragraph (o) of this AD: 

Before the accumulation of 12,000 total flight 

cycles since new, or within 12,000 flight 

cycles since the most recent MLG rib 5 

replacement, if applicable, or within 10 days 

after September 11, 2012 (the effective date 

of AD 2012–15–14, Amendment 39–17143 

(77 FR 46937, August 7, 2012)), whichever 

occurs latest, do a detailed inspection or an 

ultrasonic inspection for cracking of the LH 

and RH MLG rib 5 aft bearing forward lugs, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–57–0251, including Appendix 

01, dated August 8, 2007 (for Model A300 

B4–103, B4–203, and B4–2C airplanes); or 

Airbus Mandatory Service Bulletin A300–57– 

6107, including Appendix 01, dated August 

8, 2007 (for Model A300–600 series 

airplanes). Repeat the applicable inspections 

thereafter at the applicable interval specified 

in paragraph (m)(1) or (m)(2) of this AD, until 

the modification specified in paragraph (q) of 

this AD is accomplished. 

(1) Repeat the detailed inspections at 

intervals not to exceed 100 flight cycles. 

(2) Repeat the ultrasonic inspections at 

intervals not to exceed 675 flight cycles. 

(n) Affected Airplanes for the Actions 

Required by Paragraph (m) of This AD 

For Airbus Model A300 B4–2C, B4–103, 

and B4–203 airplanes; Model A300 B4–601, 

B4–603, B4–620, B4–622, B4–605R, B4– 

622R, F4–605R, and F4–622R airplanes; and 

Model A300 C4–605R Variant F airplanes; all 

serial numbers; except for airplanes 

identified in paragraphs (n)(1), (n)(2), and 

(n)(3) of this AD: Do the actions required by 

paragraph (m) of this AD, except as provided 

by paragraph (o) of this AD. 

(1) Airplanes on which LH and RH wing 

MLG rib 5 forward lugs have oversized 

interference fit bushings installed per Airbus 

Repair Instruction R57240221. 

(2) Model A300 B4–103, B4–203, and B4– 

2C airplanes on which Airbus Service 

Bulletin A300–57–0249 has been done in 

service on the LH and RH wings. 

(3) Model A300–600 series airplanes on 

which Airbus Service Bulletin A300–57– 

6106 has been done in service on the LH and 

RH wings. 

(o) Retained Exception for Certain Airplanes 

Identified in Paragraph (n) of This AD 

This paragraph restates the requirements of 

paragraph (h) of AD 2012–15–14, 

Amendment 39–17143 (77 FR 46937, August 

7, 2012), and applies to the airplanes 

identified in paragraph (n) of this AD on 

which an inspection required by AD 2007– 

03–18, Amendment 39–14929 (72 FR 5919, 

February 8, 2007), has been done as of 

September 11, 2012 (the effective date of AD 

2012–15–14): Within 100 flight cycles after 

doing the most recent inspection required by 

AD 2007–03–18, or within 10 days after 

September 11, 2012, whichever occurs later, 

do a detailed or ultrasonic inspection as 

specified in paragraph (m) of this AD. Repeat 

the applicable inspection thereafter at the 

times specified in paragraph (m) of this AD. 


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(p) Retained Repair 

This paragraph restates the requirements of 

paragraph (i) of AD 2012–15–14, Amendment 

39–17143 (77 FR 46937, August 7, 2012), 

with specific delegation approval language. If 

any cracking is detected during any detailed 

or ultrasonic inspection of the LH and RH 

MLG rib 5 aft bearing forward lugs required 

by paragraph (m) of this AD, before further 

flight, repair using a method approved by 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

EASA; or Airbus’s EASA DOA. 

(q) Retained Optional Terminating 

Modification 

This paragraph restates the optional 

terminating modification of paragraph (j) of 

AD 2012–15–14, Amendment 39–17143 (77 

FR 46937, August 7, 2012), and applies to the 

airplanes identified in paragraph (n) of this 

AD. Performing the applicable actions 

specified in paragraphs (q)(1), (q)(2), (q)(3), 

and (q)(4) of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–57–0249, 

Revision 02, dated June 18, 2010 (for Model 

A300 B4–103, B4–203, and B4–2C airplanes); 

or Airbus Mandatory Service Bulletin A300– 

57–6106, Revision 03, dated January 26, 2012 

(for Model A300–600 series airplanes); 

terminates the repetitive inspections required 

by paragraph (m) of this AD. 

(1) Perform a general visual inspection and 

dye penetrant flaw detection inspection for 

corrosion and damage of the bore and 

spotfaces of the lug. 

(2) Determine that the diameter of the bore 

of the lug (dimension Y) is within the 

tolerance specified in the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–57–0249, Revision 02, dated 

June 18, 2010 (for Model A300 B4–103, B4– 

203, and B4–2C airplanes); or Airbus 

Mandatory Service Bulletin A300–57–6106, 

Revision 03, dated January 26, 2012 (for 

Model A300–600 series airplanes). 

(3) If damage or corrosion is detected 

during any inspection specified in paragraph 

(q)(1) of this AD, or if dimension Y is outside 

the tolerance specified in the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–57–0249, 

Revision 02, dated June 18, 2010 (for Model 

A300 B4–103, B4–203, and B4–2C airplanes); 

or Airbus Mandatory Service Bulletin A300– 

57–6106, Revision 03, dated January 26, 2012 

(for Model A300–600 series airplanes); repair 

using a method approved by either the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or 

EASA; or Airbus’s EASA DOA. 

(4) Install bushings with an increased 

interference fit in the aft bearing forward 

lugs, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–57–0249, 

Revision 02, dated June 18, 2010 (for Model 

A300 B4–103, B4–203, and B4–2C airplanes); 

or Airbus Mandatory Service Bulletin A300– 

57–6106, Revision 03, dated January 26, 2012 

(for Model A300–600 series airplanes). 

(r) Retained Terminating Action for AD 

2007–03–18, Amendment 39–14929 (72 FR 

5919, February 8, 2007) 

This paragraph restates the terminating 

action statement of paragraph (k) of AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012), and applies to the 

airplanes identified in paragraph (n) of this 

AD. Doing the actions required by paragraph 

(q) of this AD terminates the inspections 

required by AD 2007–03–18, Amendment 

39–14929 (72 FR 5919, February 8, 2007), for 

that airplane. 

(s) Retained Reporting 

This paragraph restates the requirements of 

paragraph (l) of AD 2012–15–14, Amendment 

39–17143 (77 FR 46937, August 7, 2012), and 

applies to the airplanes identified in 

paragraph (n) of this AD. Submit a report 

(including both positive and negative 

findings), using the applicable report sheet 

attached to Airbus Mandatory Service 

Bulletin A300–57–0251, including Appendix 

01, dated August 8, 2007 (for Model A300 

B4–103, B4–203, and B4–2C airplanes); or 

Airbus Mandatory Service Bulletin A300–57– 

6107, including Appendix 01, dated August 

8, 2007 (for Model A300–600 series 

airplanes); of the first inspection required by 

paragraph (m) of this AD. Submit the report 

to Airbus, Customer Services Directorate, 1 

Rond Point Maurice Bellonte, 31707 Blagnac 

Cedex France, Attn: SEDCC1 Technical Data 

and Documentation Services; fax: (+33) 5 61 

93 28 06; email: sb.reporting@airbus.com; at 

the applicable time specified in paragraph 

(s)(1) or (s)(2) of this AD. 

(1) If the inspection was done on or after 

September 11, 2012 (the effective date of AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012)): Submit the report 

within 30 days after the inspection. 

(2) If the inspection was done before 

September 11, 2012 (the effective date of AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012)): Submit the report 

within 30 days after September 11, 2012. 

(t) New Repetitive Inspections 

For airplanes identified in paragraph (u) of 

this AD: At the applicable time specified in 

paragraph (v)(1) or (v)(2) of this AD, do a 

detailed inspection for cracking, or an 

ultrasonic inspection for any crack 

indications of the LH and RH MLG rib 5 aft 

bearing forward lugs, in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (t)(1), (t)(2), or (t)(3) of this AD. 

Repeat the inspection thereafter at intervals 

not to exceed the applicable time specified in 

paragraph (v)(3) or (v)(4) of this AD. 

(1) Airbus Service Bulletin A300–57–0255, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A300 B2–1A, 

B2–1C, B2K–3C, and B2–203 airplanes). 

(2) Airbus Service Bulletin A300–57–6112, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A300 B4–601, 

B4–603, B4–620, B4–622, B4–605R, B4– 

622R, F4–605R, and F4–622R airplanes). 

(3) Airbus Service Bulletin A310–57–2101, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A310–203, -204, 

-221, -222, -304, -322, -324, and -325 

airplanes). 

(u) Affected Airplanes for the Actions 

Required by Paragraph (t) of This AD 

For airplanes on which any modification or 

repair described in the service bulletins 

identified in paragraph (u)(1), (u)(2), or (u)(3) 

of this AD, as applicable, has been 

accomplished in service; and for airplanes 

with MLG rib 5 already repaired as specified 

in Airbus Repair Instruction R57240221 or 

R572–49121, including any airplane with the 

MLG rib 5 forward lugs repaired on one 

wing; by installation of oversized 

interference fit bushes, as specified in Airbus 

Repair Instruction R57240221 or R572– 

49121, as applicable: Do the actions required 

by paragraph (t) of this AD. 

(1) Airbus Service Bulletin A300–57–0249, 

dated May 22, 2007; Revision 01, dated 

December 19, 2007; or Airbus Mandatory 

Service Bulletin A300–57–0249, Revision 02, 

dated June 18, 2010 (for Model A300 B4–2C, 

B4–103, and B4–203 airplanes). 

(2) Airbus Service Bulletin A300–57–6106, 

dated May 22, 2007; Revision 01, dated 

January 28, 2008; or Revision 02, dated June 

18, 2010 (for Model A300 B4–601, B4–603, 

B4–605R, B4–620, B4–622, B4–622R, F4– 

605R, F4–622R, and C4–605R Variant F 

airplanes). 

(3) Airbus Service Bulletin A310–57–2090, 

dated May 22, 2007; Revision 01, dated 

December 19, 2007; or Revision 02, dated 

June 18, 2010 (for Model A310 series 

airplanes). 

(v) Compliance Times for Paragraph (t) of 

This AD 

This paragraph specifies the compliance 

times for the actions specified in paragraph 

(t) of this AD. 

(1) For airplanes identified in paragraph 

(c)(1) of this AD: Do the initial inspection 

required by paragraph (t) of this AD within 

2,500 flight cycles after any modification or 

repair specified in paragraph (u) of this AD 

was done, or within 550 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

(2) For airplanes identified in paragraph 

(c)(2) of this AD: Do the initial inspection 

required by paragraph (t) of this AD within 

2,500 flight cycles after any modification or 

repair specified in paragraph (u) of this AD 

was done, or within 775 flight cycles after the 

effective date of this AD, whichever occurs 

later. 

(3) For airplanes identified in paragraph 

(c)(1) of this AD: For the repetitive inspection 

required by paragraph (t) of this AD, repeat 

the inspection within 550 flight cycles after 

any detailed inspection, and within 1,000 

flight cycles after any ultrasonic inspection, 

as applicable. 

(4) For airplanes identified in paragraph 

(c)(2) of this AD: For the repetitive inspection 

required by paragraph (t) of this AD, repeat 

the inspection within 775 flight cycles after 

any detailed inspection, and within 1,300 

flight cycles after any ultrasonic inspection, 

as applicable. 

(w) New Requirement of This AD: Report 

and Detailed Inspection 

If, during any ultrasonic inspection 

required by paragraph (t) of this AD, any 

crack indication is detected: Before further 


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Federal Register / Vol. 80, No. 27 / Tuesday, February 10, 2015 / Rules and Regulations 7297 

flight, report to Airbus using the applicable 

report sheet attached to the applicable Airbus 

service bulletin specified in paragraph (t)(1), 

(t)(2), or (t)(3) of this AD, and concurrently 

accomplish a detailed inspection for cracking 

of the affected MLG rib 5 aft bearing forward 

lug, in accordance with the Accomplishment 

Instructions of the applicable Airbus service 

bulletin specified in paragraph (t)(1), (t)(2), or 

(t)(3) of this AD. Repeat the detailed 

inspection thereafter at intervals not to 

exceed 100 flight cycles. 

(x) New Requirement of This AD: Cracking 

Repair 

If any cracking is detected during any 

detailed inspection required by paragraph (t) 

or (w) of this AD: Before further flight, repair 

the cracking using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

EASA; or Airbus’s EASA DOA. 

(y) New Requirement of This AD: Reporting 

Submit a report (including both positive 

and negative findings), using the reporting 

sheet attached to the applicable Airbus 

service bulletin specified in paragraph (y)(1), 

(y)(2), or (y)(3) of this AD, of the first 

inspection required by paragraph (t) of this 

AD. Submit the report to Airbus, Customer 

Services Directorate, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex France, Attn: 

SEDCC1 Technical Data and Documentation 

Services; fax: (+33) 5 61 93 28 06; email: 

sb.reporting@airbus.com. Submit the report 

within 30 days after the inspection or within 

30 days after the effective date of this AD, 

whichever occurs later. 

(1) Airbus Service Bulletin A300–57–0255, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A300 B2–1A, 

B2–1C, B2K–3C, and B2–203 airplanes). 

(2) Airbus Service Bulletin A300–57–6112, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A300 B4–601, 

B4–603, B4–620, B4–622, B4–605R, B4– 

622R, F4–605R, and F4–622R airplanes). 

(3) Airbus Service Bulletin A310–57–2101, 

including Inspection Reporting Form, dated 

January 13, 2012 (for Model A310–203, –204, 

–221, –222, –304, –322, –324, and –325 

airplanes). 

(z) Credit for Previous Actions 

(1) This paragraph provides credit for 

actions required by paragraph (i) of this AD, 

if those actions were performed before May 

29, 2012 (the effective date of AD 2012–08– 

03, Amendment 39–17019 (77 FR 24367, 

April 24, 2012)), using an applicable service 

bulletin specified in paragraph (z)(1)(i), 

(z)(1)(ii), or (z)(1)(iii) of this AD. 

(i) For Model A300 B4–2C, B4–103, and 

B4–203 airplanes: The service bulletins are 

specified in paragraphs (z)(1)(i)(A), 

(z)(1)(i)(B), and (z)(1)(i)(C) of this AD. 

(A) Airbus Service Bulletin A300–57–0249, 

dated May 22, 2007, which is not 

incorporated by reference in this AD. 

(B) Airbus Service Bulletin A300–57–0249, 

Revision 01, dated December 19, 2007, which 

is not incorporated by reference in this AD. 

(C) Airbus Mandatory Service Bulletin 

A300–57–0249, Revision 02, dated June 18, 

2010, incorporated by reference in AD 2012– 

15–14, Amendment 39–17143 (77 FR 46937, 

August 7, 2012). 

(ii) For Model A300 B4–601, B4–603, B4– 

620, B4–622, B4–605R, B4–622R, F4–605R, 

and F4–622R airplanes; and Model A300 C4– 

605R Variant F airplanes: The service 

bulletins are specified in paragraphs 

(z)(1)(ii)(A), (z)(1)(ii)(B), and (z)(1)(ii)(C) of 

this AD. 

(A) Airbus Service Bulletin A300–57–6106, 

dated May 22, 2007, which is not 

incorporated by reference in this AD. 

(B) Airbus Service Bulletin A300–57–6106, 

Revision 01, dated January 28, 2008, which 

is not incorporated by reference in this AD. 

(C) Airbus Service Bulletin A300–57–6106, 

Revision 02, dated June 18, 2010, which is 

not incorporated by reference in this AD. 

(iii) For Model A310 series airplanes: The 

service bulletins are specified in paragraphs 

(z)(1)(iii)(A), (z)(1)(iii)(B), and (z)(1)(iii)(C) of 

this AD. 

(A) Airbus Service Bulletin A310–57–2090, 

dated May 22, 2007, which is not 

incorporated by reference in this AD. 

(B) Airbus Service Bulletin A310–57–2090, 

Revision 01, dated December 19, 2007, 

incorporated by reference in AD 2008–17–02, 

Amendment 39–15640 (73 FR 47032, August 

13, 2008). 

(C) Airbus Service Bulletin A310–57–2090, 

Revision 02, dated June 18, 2010, which is 

incorporated by reference in this AD. 

(2) This paragraph provides credit for 

actions required by paragraph (q) of this AD, 

if those actions were performed before 

September 11, 2012 (the effective date of AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012)), using an applicable 

service bulletin specified in paragraphs 

(z)(2)(i), (z)(2)(ii), (z)(2)(iii), (z)(2)(iv), and 

(z)(2)(v) of this AD. 

(i) For Model A300 B4–2C, B4–103, and 

B4–203: Airbus Service Bulletin A300–57– 

0249, dated May 22, 2007, which is not 

incorporated by reference in this AD. 

(ii) For Model A300 B4–2C, B4–103, and 

B4–203: Airbus Service Bulletin A300–57– 

0249, Revision 01, dated December 19, 2007, 

which is not incorporated by reference in this 

AD. 

(iii) For Model A300 B4–601, B4–603, B4– 

605R, B4–620, B4–622, B4–622R, F4–605R, 

F4–622R, and C4–605R Variant F airplanes: 

Airbus Service Bulletin A300–57–6106, 

dated May 22, 2007, which is not 

incorporated by reference in this AD. 

(iv) For Model A300 B4–601, B4–603, B4– 

605R, B4–620, B4–622, B4–622R, F4–605R, 

F4–622R, and C4–605R Variant F airplanes: 

Airbus Service Bulletin A300–57–6106, 

Revision 01, dated January 28, 2008, which 

is not incorporated by reference in this AD. 

(v) For Model A300 B4–601, B4–603, B4– 

605R, B4–620, B4–622, B4–622R, F4–605R, 

F4–622R, and C4–605R Variant F airplanes: 

Airbus Service Bulletin A300–57–6106, 

Revision 02, dated June 18, 2010, which is 

not incorporated by reference in this AD. 

(aa) 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 

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; 

phone 425–227–2125; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. 

(i) 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. 

(ii) AMOCs approved previously for AD 

2008–17–02, Amendment 39–15640 (73 FR 

47032, August 13, 2008), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (g) and (h) of this AD. 

(iii) AMOCs approved previously for AD 

2012–08–03, Amendment 39–17019 (77 FR 

24367, April 24, 2012), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (i), (j), (k), and (l) of this AD. 

(iv) AMOCs approved previously for AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (m) through (s) of this AD. 

(2) Contacting the Manufacturer: As of the 

effective date of this AD, 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 

the EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(bb) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2012–0176, dated 

September 7, 2012, corrected September 20, 

2012, for related information. You may 


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7298 Federal Register / Vol. 80, No. 27 / Tuesday, February 10, 2015 / Rules and Regulations 

examine the MCAI in the AD docket on the 

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

#!documentDetail;D=FAA-2014-0142-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD is available at the addresses specified 

in paragraphs (cc)(9) and (cc)(10) of this AD. 

(cc) 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. 

(3) The following service information was 

approved for IBR on March 17, 2015. 

(i) Airbus Service Bulletin A300–57–0255, 

including Inspection Reporting Form, dated 

January 13, 2012. 

(ii) Airbus Service Bulletin A300–57–6112, 

including Inspection Reporting Form, dated 

January 13, 2012. 

(iii) Airbus Service Bulletin A310–57– 

2090, Revision 02, dated June 18, 2010. 

(iv) Airbus Service Bulletin A310–57– 

2101, including Inspection Reporting Form, 

dated January 13, 2012. 

(4) The following service information was 

approved for IBR on September 11, 2012 (77 

FR 46937, August 7, 2012). 

(i) Airbus Mandatory Service Bulletin 

A300–57–0249, Revision 02, dated June 18, 

2010. 

(ii) Airbus Mandatory Service Bulletin 

A300–57–0251, including Appendix 01, 

dated August 8, 2007. 

(iii) Airbus Mandatory Service Bulletin 

A300–57–6106, Revision 03, dated January 

26, 2012. 

(iv) Airbus Mandatory Service Bulletin 

A300–57–6107, including Appendix 01, 

August 8, 2007. 

(5) The following service information was 

approved for IBR on May 29, 2012 (77 FR 

24367, April 24, 2012). 

(i) Airbus Mandatory Service Bulletin 

A300–57–0249, Revision 03, dated January 

18, 2012. 

(ii) Airbus Mandatory Service Bulletin 

A310–57–2090, Revision 03, dated January 

23, 2012. 

(6) The following service information was 

approved for IBR on September 17, 2008 (73 

FR 47032, August 13, 2008). 

(i) Airbus Service Bulletin A310–57–2090, 

Revision 01, dated December 19, 2007. 

(ii) Airbus Service Bulletin A310–57–2091, 

excluding Appendix 01, dated May 22, 2007. 

(iii) Airbus A310 Repair Instruction R572– 

49121, Issue C, dated May 2007. 

(7) The following service information was 

approved for IBR on February 6, 2007 (72 FR 

2612, January 22, 2007). 

(i) Airbus Service Bulletin A310–57A2088, 

excluding Appendix 01, dated November 6, 

2006. 

(ii) Reserved. 

(8) 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(9) 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. 

(10) 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 

21, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–01710 Filed 2–9–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0750; Directorate 

Identifier 2014–NM–147–AD; Amendment 

39–18097; AD 2015–03–01] 

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 all 

Bombardier, Inc. Model CL–600–2B19 

(Regional Jet Series 100 & 440) 

airplanes. This AD was prompted by 

reports of dislodged engine fan cowl 

panels. This AD requires installing 

additional attaching hardware on the 

left and right fan cowl access panels and 

the nacelle attaching structures. We are 

issuing this AD to prevent damage to the 

fuselage and flight control surfaces from 

dislodged engine fan cowl panels. 

DATES: This AD becomes effective 

March 17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 17, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov/ 

#!docketDetail;D=FAA-2014-0750; 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–2014– 

0750. 

FOR FURTHER INFORMATION CONTACT: 

Andreas Rambalakos, Aerospace 

Engineer, Airframe and Mechanical 

Systems Branch, ANE–171, FAA, New 

York Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone 516–228–7345; 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 all Bombardier, Inc. Model CL– 

600–2B19 (Regional Jet Series 100 & 

440) airplanes. The NPRM published in 

the Federal Register on October 2, 2014 

(79 FR 59459). 

Transport Canada Civil Aviation 

(TCCA), which is the airworthiness 

authority for Canada, has issued 

Canadian Airworthiness Directive CF– 

2014–20, dated July 9, 2014 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition. 

The MCAI states: 

There have been a number of engine fan 

cowl panel dislodgement incidents reported 

on the Bombardier CL–600–2B19 aeroplane 

fleet. The dislodged panels may cause 

damage to the fuselage and flight control 

surfaces of the aeroplane. Also, the debris 

from a dislodged panel may result in runway 

contamination and has the potential of 

causing injury on the ground. 

Although the majority of the subject panel 

dislodgements were reported on the first or 

second flight after an engine maintenance 

task was performed that required removal 

and reinstallation of the subject panels, the 

frequency of the dislodgements indicates that 

the existing attachment design is prone to 

human (maintenance) error. 

Bombardier has attempted to mitigate this 

issue by issuing maintenance advisories 

emphasizing the proper installation of engine 

fan cowl panels. In order to further mitigate 

the potential safety hazard of the subject 

panel dislodgement, Bombardier has issued 


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