43604 Federal Register / Vol. 79, No. 144 / Monday, July 28, 2014 / Rules and Regulations 

(b) If the fresh pear production is 

damaged by an insured cause of loss, 

and if eleven percent (11%) or more of 

the harvested and appraised production 

does not grade at least U.S. Number 1 

in accordance with the United States 

Standards for Grades of Summer and 

Fall Pears or the United States 

Standards for Grades of Winter Pears, as 

applicable, the amount of production to 

count will be reduced as follows: 

(1) By two percent (2%) for each full 

one percent (1%) in excess of ten 

percent (10%), when eleven percent 

(11%) through sixty percent (60%) of 

the pears fail the grade standard; or 

(2) By one hundred percent (100%) 

when more than sixty percent (60%) of 

the pears fail the grade standard. 

(3) If you sell more of your fresh pear 

production as U.S. Number 1 or better 

than the quantity of pears determined to 

grade U.S. Number 1 or better in the 

appraisal, the quantity of such sold 

production exceeding the amount 

determined to grade U.S. Number 1 or 

better in the appraisal will be included 

as production to count under this 

option. 

(c) Marketable production that grades 

less than U.S. Number 1 due to 

uninsurable causes not covered by this 

endorsement will not be reduced. 

(d) Any adjustments that reduce your 

production to count under this option 

will not be applicable when 

determining production to count for 

Actual Production History purposes. 

Fresh Pear Quality Adjustment 

Example: 

You have a 100 percent share of a 20- 

acre pear orchard. You have a 

production guarantee of 15 tons/acre. 

You elect 100 percent of the $500/ton 

price election. You are only able to 

produce 10 tons/acre and only 7.5 tons/ 

acre grade U.S. Number 1 or better (7.5 

× 20 = 150 tons). Your indemnity would 

be calculated as follows: 

(1) 20 acres × 15 tons per acre = 300 

tons production guarantee; 

(2) 300 tons production guarantee × 

$500/ton = $150,000 value of 

production guarantee; 

(3) The value of fresh pear production 

to count is determined as follows: 

(i) 200 tons harvested production 

minus 150 tons that graded U.S. 

Number 1 or better = 50 tons failing to 

make grade; 

(ii) 50 tons failing grade/200 tons of 

production = 25 percent of production 

failing to grade U.S. Number 1; 

(iii) 25 percent minus 10 percent = 15 

percent in excess of 10 percent 

allowance failing to make grade; 

(iv) 15 percent × 2 = 30 percent total 

quality adjustment for pears failing to 

grade U.S. Number 1; 

(v) 200 tons production × 30 percent 

quality adjustment = 60 tons of pears 

failing to make grade; 

(vi) 200 tons production minus 60 

tons failing to make grade = 140 tons of 

quality adjusted fresh pear production 

to count; 

(vii) 140 tons of quality adjusted fresh 

pear production to count × $500/ton 

price election = $70,000 value of fresh 

pear production to count; 

(4) $150,000 value of production 

guarantee minus $70,000 value of fresh 

pear production to count = $80,000 

value of loss; 

(5) $80,000 value of loss × 100 percent 

share = $80,000 indemnity payment. 

Signed in Washington, DC, on July 18, 

2014. 

Brandon Willis, 

Manager, Federal Crop Insurance 

Corporation. 

[FR Doc. 2014–17491 Filed 7–25–14; 8:45 am] 

BILLING CODE 3410–08–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0007; Directorate 

Identifier 2012–NM–038–AD; Amendment 

39–17889; AD 2014–13–13] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Fokker Services B.V. Model F.28 Mark 

0070 and 0100 airplanes. This AD was 

prompted by reports that the bracket of 

the rod in the carbon fiber reinforced 

plastic (CFRP) main landing gear (MLG) 

outboard door had detached. In 

addition, we received reports of broken 

recessed heads on titanium attachment 

bolts of the operating rod brackets on 

the modified CFRP MLG outboard 

doors. This AD requires a detailed 

inspection of the CFRP MLG outboard 

door for play or cracks in the recessed 

countersunk heads of the operating rod 

bracket attachment bolts; replacement of 

the bolt if necessary; and, for certain 

airplanes, modification of the CFRP 

MLG outboard doors and attachment to 

the MLG. We are issuing this AD to 

detect and correct the affected MLG 

from moving to the down and locked 

position, which could result in MLG 

collapse during landing or roll-out, and 

consequent damage to the airplane and 

injury to passengers. 

DATES: This AD becomes effective 

September 2, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 2, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0007; 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 Fokker Services B.V., 

Technical Services Dept., P.O. Box 

1357, 2130 EL Hoofddorp, the 

Netherlands; telephone +31 (0)88–6280– 

350; fax +31 (0)88–6280–111; email 

technicalservices@fokker.com; Internet 

http://www.myfokkerfleet.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: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1137; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Fokker Services B.V. Model 

F.28 Mark 0070 and 0100 airplanes. The 

NPRM published in the Federal 

Register on February 3, 2014 (79 FR 

6109). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued Airworthiness 

Directive 2012–0023, dated February 6, 

2012 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition for all Fokker 

Services B.V. Model F.28 Mark 0070 

and 0100 airplanes. The MCAI states: 

In 2005, several occurrences were reported 

where the bracket of the rod in the Carbon 

Fibre Reinforced Plastic (CFRP) MLG 

outboard door had detached, preventing the 

MLG to lock properly when selected down. 

Prompted by these reports, CAA–NL [Civil 


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Federal Register / Vol. 79, No. 144 / Monday, July 28, 2014 / Rules and Regulations 43605 

Aviation Authority-Netherlands] issued AD 

NL–2006–001 [http://ad.easa.europa.eu/

blob/easa_ad_2006_0002_NL2006001.pdf/

AD_NL-2006-001_1] (EASA approval 2006– 

0002) to require the inspection and 

modification of the attachment of the 

operating rod bracket as detailed in Fokker 

Service Bulletin (SB) SBF100–52–080. 

After that [EASA] AD was issued, several 

operators reported broken recessed heads of 

titanium attachment bolts of the operating 

rod bracket on modified (i.e. post-SBF100– 

52–080) CFRP MLG outboard doors. In such 

a situation, the remaining bolt shafts can get 

pulled through the external repair patch and 

the carbon fibre door outer skin, causing the 

operating rod, with the detached bracket, to 

get stuck between the MLG main fitting and 

wing lower skin. The primary factor to the 

cause of breaking bolt heads has been 

determined to be incorrect adjustment of the 

MLG outboard door. 

This condition, if not detected and 

corrected, would prevent the affected MLG 

from moving to the down and locked 

position, possibly resulting in MLG collapse 

during landing or roll-out and consequent 

damage to the aeroplane and/or injury to the 

occupants. 

To address this potential unsafe condition, 

Fokker Services has published SBF100–52– 

090, providing modification instructions to 

install an improved attachment of the MLG 

outboard door operating rod. 

For the reasons described above, this new 

[EASA] AD requires a one-time detailed 

inspection for play or cracks in the recessed 

bolt heads and, depending on findings, 

applicable corrective actions, modification of 

the operating rod bracket attachment to the 

CFRP MLG outboard door, and introduction 

of a weaker (aluminum) bolt in the 

attachment of the MLG outboard door 

operating rod. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0007-0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (79 

FR 6109, February 3, 2014) or on the 

determination of the cost to the public. 

‘‘Contacting the Manufacturer’’ 

Paragraph in 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 6109, February 

3, 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 a design approval holder 

(DAH) with State of Design Authority 

design organization approval (DOA), as 

applicable, to refer to a DAH authorized 

to approve required repairs for the 

proposed AD. 

No comments were provided to the 

NPRM (79 FR 6109, February 3, 2014) 

about these proposed changes. However, 

a comment was provided for another 

NPRM, Directorate Identifier 2012–NM– 

101–AD (78 FR 78285, December 26, 

2013). The commenter 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 action must be accomplished using 

a method approved by the FAA, the 

European Aviation Safety Agency 

(EASA), or Airbus’s EASA DOA. Where 

necessary throughout this AD, we also 

replaced any reference to approvals of 

corrective actions with a reference to the 

Contacting the Manufacturer paragraph. 

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 previously afforded 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 

discussed previously, 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 might have 

been issued some time before the FAA 

AD. Therefore, the DOA might 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 

AD. Before adopting such a 


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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 this AD. 

Any such requirements will be adopted 

through the normal AD rulemaking 

process, including notice-and-comment 

procedures, when appropriate. We also 

have decided not to include a generic 

reference to either the ‘‘delegated agent’’ 

or ‘‘DAH with State of Design Authority 

design organization approval,’’ but 

instead we have provided the specific 

delegation approval granted by the State 

of Design Authority for the DAH in the 

Contacting the Manufacturer paragraph 

of this AD. 

Conclusion 

We reviewed the relevant data 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 6109, 

February 3, 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 6109, 

February 3, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 4 

airplanes of U.S. registry. 

We also estimate that it will take 

about 12 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 $10,000 per product. Based on 

these figures, we estimate the cost of 

this AD on U.S. operators to be $44,080, 

or $11,020 per product. 

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-2014-0007; 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): 

2014–13–13 Fokker Services B.V.: 

Amendment 39–17889. Docket No. 

FAA–2014–0007; Directorate Identifier 

2012–NM–038–AD. 

(a) Effective Date 

This AD becomes effective September 2, 

2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Fokker Services B.V. 

Model F.28 Mark 0070 and 0100 airplanes, 

certificated in any category, all serial 

numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 52, Doors. 

(e) Reason 

This AD was prompted by reports that the 

bracket of the rod in the carbon fiber 

reinforced plastic (CFRP) main landing gear 

(MLG) outboard door had detached. In 

addition, we received reports of broken 

recessed heads on titanium attachment bolts 

of the operating rod brackets on the modified 

CFRP MLG outboard doors. We are issuing 

this AD to detect and correct the affected 

MLG from moving to the down and locked 

position, which could result in MLG collapse 

during landing or roll-out, and consequent 

damage to the airplane and injury to 

passengers. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection 

Within 9 months after the effective date of 

this AD, do a detailed inspection of the CFRP 

MLG outboard door for play and cracks in the 

recessed countersunk heads of the operating 

rod bracket attachment bolts, in accordance 

with Part 1 of the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF100–52–090, dated November 17, 2011, 

including Fokker Manual Change 

Notification F100–147, dated October 28, 

2011, as revised by Fokker Service Bulletin 

Change Notification SBF100–52–090/01, 

dated January 24, 2012. 

(h) Corrective Action 

If, during the inspection required by 

paragraph (g) of this AD, any play or crack 

is found in any countersunk bolt head, and 

the configuration deviation list (CDL) item 

52–07 cannot be applied: Before further 

flight, replace the bolt with a new bolt, in 

accordance with the Accomplishment 

Instructions of Fokker Service Bulletin 

SBF100–52–090, dated November 17, 2011, 

including Fokker Manual Change 

Notification F100–147, dated October 28, 

2011, as revised by Fokker Service Bulletin 

Change Notification SBF100–52–090/01, 

dated January 24, 2012. 


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Federal Register / Vol. 79, No. 144 / Monday, July 28, 2014 / Rules and Regulations 43607 

(i) Modification Prior to CFRP Door 

Installation 

At the applicable time specified in 

paragraph (i)(1) or (i)(2) of this AD: Modify 

the CFRP MLG outboard doors and 

attachment to the MLG, in accordance with 

Part 2 of the Accomplishment Instructions of 

Fokker Service Bulletin SBF100–52–090, 

dated November 17, 2011, including Fokker 

Manual Change Notification F100–147, dated 

October 28, 2011, as revised by Fokker 

Service Bulletin Change Notification 

SBF100–52–090/01, dated January 24, 2012. 

Accomplishing the modification in this 

paragraph terminates the inspection required 

by paragraph (g) of this AD. 

(1) For airplanes on which a CFRP MLG 

outboard door is installed as of the effective 

date of this AD: Do the modification within 

24 months after the effective date of this AD. 

(2) For airplanes on which an aluminum 

door is installed as of the effective date of 

this AD: Do the modification prior to the 

installation of the CFRP MLG outboard door. 

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

aluminum MLG outboard doors and the 

CFRP MLG outboard doors are two-way 

interchangeable. 

(j) Parts Installation Prohibition 

As of the effective date of this AD, do not 

install on any airplane an MLG outboard 

door having part number (P/N) D13310–401 

through –418, or any MLG outboard door 

assembly having P/N D13312–401 through 

–410. 

Note 2 to paragraph (j) of this AD: Civil 

Aviation Authority-Netherlands (CAA–NL) 

AD NL–2006–001, dated January 5, 2006 

(European Aviation Safety Agency (EASA) 

approval 2006–002), contains guidance for 

modifying spare MLG outboard door 

assemblies having P/N D13312–401 through 

–410, to P/N D13312–7XX standard, as 

specified in the Accomplishment 

Instructions of Fokker Component Service 

Bulletin D13312–52–09, December 12, 2005, 

which is not incorporated by reference in this 

AD. 

(k) Parts Installation Limitation 

As of the effective date of this AD, do not 

install on any airplane a P/N D13310–701 

through –708 MLG outboard door, or a P/N 

D13312–702 through –711 MLG outboard 

door assembly, unless the part has been 

inspected for cracks in the recessed bolt 

heads, all applicable corrective actions have 

been done, and the CFRP MLG outboard door 

has been modified, in accordance with the 

Accomplishment Instructions of Fokker 

Component Service Bulletin D13312–52–015, 

dated November 17, 2011. 

(l) 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: 

Tom Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1137; fax 425–227–1149. 

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

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. 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, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or Fokker Services B.V.’s EASA 

Design Organization Approval (DOA). If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information EASA 

Airworthiness Directive 2012–0023, dated 

February 6, 2012, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0007-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be viewed at the addresses specified in 

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

(n) 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) Fokker Component Service Bulletin 

D13312–52–015, dated November 17, 2011. 

(ii) Fokker Service Bulletin SBF100–52– 

090, dated November 17, 2011, including 

Fokker Manual Change Notification F100– 

147, dated October 28, 2011. 

(iii) Fokker Service Bulletin Change 

Notification SBF100–52–090/01, dated 

January 24, 2012. The page number shown on 

the first page of this document should read 

‘‘Page 1 of 2.’’ 

(3) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 1357, 

2130 EL Hoofddorp, the Netherlands; 

telephone +31 (0)88–6280–350; fax +31 

(0)88–6280–111; email technicalservices@

fokker.com; Internet http://

www.myfokkerfleet.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 June 25, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–17297 Filed 7–25–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1024; Directorate 

Identifier 2013–NM–140–AD; Amendment 

39–17909; AD 2014–15–07] 

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–8–102, 

–103, –106, –201, –202, –301, –311, and 

–315 airplanes. This AD was prompted 

by reports of a fractured wing-tofuselage strut attachment joint bolt. This 

AD requires a torque check of all wingto-fuselage strut attachment joint bolts, 

and repair or replacement if necessary. 

For certain airplanes, this AD also 

requires a detailed inspection for 

corrosion, damage, and wear of each 

wing-to-fuselage strut attachment joint 

bolt and associated hardware, and 

replacement if necessary; and a 

borescope inspection for corrosion and 

damage of the bore hole and barrel nut 

threads, and repair or replacement if 

necessary. We are issuing this AD to 

detect and correct fractured strut 

attachment joint bolts, which could 

result in reduced structural integrity of 

the wing-to-fuselage strut attachment 

joint and subsequent loss of the wing. 

DATES: This AD becomes effective 

September 2, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 2, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-1024- 


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