This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

18611 

Vol. 79, No. 64 

Thursday, April 3, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0419; Directorate 

Identifier 2012–NM–129–AD; Amendment 

39–17800; AD 2014–05–28] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400 

series airplanes. This AD was prompted 

by reports of excessive wear on the 

lower latch surface of the main landing 

gear (MLG) up-lock hook. This AD 

requires revising the maintenance 

program. We are issuing this AD to 

detect and correct up-lock hooks worn 

beyond the wear limit, which could 

prevent the successful extension of the 

MLG using the primary landing gear 

extension system, which in combination 

with an alternate extension system 

failure could result in the inability to 

extend the MLG. 

DATES: This AD becomes effective May 

8, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of May 8, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-0419- 

0002 or in person at the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC. 

For service information identified in 

this AD, contact Bombardier, Inc., QSeries Technical Help Desk, 123 Garratt 

Boulevard, Toronto, Ontario M3K 1Y5, 

Canada; telephone 416–375–4000; fax 

416–375–4539; email thd.qseries@

aero.bombardier.com; Internet http://

www.bombardier.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone (516) 228–7318; 

fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to certain Bombardier, Inc. Model 

DHC–8–400 series airplanes. The NPRM 

published in the Federal Register on 

May 14, 2013 (78 FR 28156). The NPRM 

was prompted by reports of excessive 

wear on the lower latch surface of the 

main landing gear (MLG) up-lock hook. 

The NPRM proposed to require revising 

the maintenance program. We are 

issuing this AD to detect and correct uplock hooks worn beyond the wear limit, 

which could prevent the successful 

extension of the MLG using the primary 

landing gear extension system, which in 

combination with an alternate extension 

system failure could result in the 

inability to extend the MLG. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2012–21, 

dated June 25, 2012 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

The main landing gear up-lock assembly 

part number (P/N) 46500–7 was introduced 

as the terminating action to AD CF–2002– 

13R2 [http://www.regulations.gov/

#!documentDetail;D=FAA-2013-0419-0002]. 

The main landing gear up-lock assembly 

P/N 46500–9 was later introduced as a 

product improvement and has the same uplock hook as P/N 46500–7. 

Due to a delay in the release of the new 

Maintenance Review Board (MRB) task 

associated with P/Ns 46500–7 and 46500–9, 

it is anticipated that in-service aeroplanes 

may be operating with up-lock hooks worn 

beyond the wear limit. An up-lock hook 

worn beyond the wear limit could prevent 

the successful extension of the main landing 

gear using the primary landing gear extension 

system. In combination with an alternate 

extension system failure, this could result in 

the inability to extend the main landing gear. 

This [Canadian] AD mandates the 

incorporation of the MRB task number 

323100–202. 

MRB Task Number 323100–202 adds a 

functional check of the main landing 

gear up-lock assembly latch to the 

maintenance program. You may 

examine the MCAI in the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2013–0419. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request for Clarification of 

Maintenance Program Requirement 

Horizon Air requested that we revise 

paragraph (g) of the NPRM (78 FR 

28156, May 14, 2013) to clarify which 

maintenance program (the operator or 

maintenance program in PSM 1–84–7) 

would require revision. Horizon Air also 

asked whether the operators are 

required to put the MRB task into their 

program and revise PSM 1–84–7, or just 

revise PSM 1–84–7. 

We agree to clarify. We have revised 

the language in paragraph (g) by 

replacing the phrase ‘‘revise the 

maintenance program’’ with the phrase 

‘‘revise the maintenance or inspection 

program as applicable.’’ The AD 

requires revising the maintenance or 

inspection program, as applicable, to 

incorporate the information in 

Bombardier Temporary Revision MRB– 

66, dated December 7, 2011, to Section 

1–32, Systems/Powerplant Maintenance 

Program of MRB Report Part 1, 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual, PSM 1–84–7. We 

have revised the introductory text of 

paragraph (g) of this final rule to include 

this terminology. 


pmangrum on DSK3VPTVN1PROD with RULES
18612 Federal Register / Vol. 79, No. 64 / Thursday, April 3, 2014 / Rules and Regulations 

Request for Clarification of Procedures 

Horizon Air requested clarification of 

the procedures to be used to accomplish 

the actions specified in paragraph (g) of 

the NPRM (78 FR 28156, May 14, 2013). 

Horizon Air stated that paragraph (g) 

would mandate implementation of Task 

Number 323100–202 into the 

maintenance program, but is silent on 

which procedures are used to 

accomplish the task. 

We agree to clarify. This final rule 

requires incorporating Task Number 

323100–202, as introduced by 

Temporary Revision (TR) MRB–66 into 

the maintenance or inspection program. 

Bombardier Temporary Revision MRB– 

66, dated December 7, 2011, to Section 

1–32, Systems/Powerplant Maintenance 

Program of MRB Report Part 1, 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual, PSM 1–84–7 

provides information on how to 

accomplish the task. No change has 

been made to this final rule in this 

regard. 

Request for Credit for Actions Done 

Previously 

Horizon Air requested that we allow 

credit for actions done prior to the 

effective date of the AD using airplane 

maintenance manual (AMM) Task 

Number 32–31–21–220–801 for the 

corresponding actions specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of the 

NPRM (78 FR 28156, May 14, 2013). 

We agree to allow credit as requested. 

The final rule provides an initial 

compliance time for the performance of 

MRB Task Number 323100–202. If the 

operator has already performed the 

initial task using AMM Task 32–31–21– 

220–801, then the intent of the final rule 

is met for the initial task. No change has 

been made to this final rule in this 

regard. 

Request To Allow Replacement of UpLock With Serviceable Up-Lock 

Horizon Air (the commenter) 

requested that we revise paragraph (h) 

of the NPRM (78 FR 28156, May 14, 

2013) to require that replacement uplocks be ‘‘serviceable’’ rather than 

‘‘new.’’ The commenter stated that 

operators are required to purchase zero 

time ‘‘new’’ up-locks to meet the intent 

of the final rule, which places an 

unnecessary financial burden on 

operators. 

We agree with the commenter that 

operators should be allowed to use a 

serviceable (i.e., reworked) up-lock. 

Paragraphs (h)(2)(i), (h)(2)(ii), (h)(2)(iii), 

and (h)(4)(ii), as stated in the NPRM (78 

FR 28156, May 14, 2013), give the 

option to replace the affected parts with 

new or reworked (serviceable) parts, or 

a new up-lock assembly. No change has 

been made to this final rule in this 

regard. 

Request To Change Heading of 

Paragraph (h) of the NPRM (78 FR 

28156, May 14, 2013) 

Horizon Air (the commenter) 

requested that we change the heading 

for paragraph (h) of the NPRM (78 FR 

28156, May 14, 2013) to ‘‘Optional 

Method of Compliance.’’ The 

commenter stated that the paragraph 

provides instructions that may be used 

in lieu of the initial functional check 

required by paragraph (g). 

We agree with the commenter. We 

have changed the heading of paragraph 

(h) of this final rule to ‘‘Optional 

Method of Compliance.’’ 

Request To Allow Operators To Reduce 

the Repetitive Intervals 

Horizon Air (the commenter) 

requested that the requirements of 

paragraph (i) of the NPRM (78 FR 28156, 

May 14, 2013) be changed to allow 

operators to set repetitive intervals at 

times less than those required by 

Bombardier Temporary Revision MRB– 

66, dated December 7, 2011. The 

commenter stated the language in 

paragraph (i) of the NPRM is too 

restrictive in regard to the repetitive 

intervals. 

We agree to clarify the repetitive 

interval that is specified in Bombardier 

Temporary Revision MRB–66, dated 

December 7, 2011. In paragraph (g) of 

this final rule, we have added a 

sentence to specify that the repetitive 

interval is not to exceed 6,000 flight 

hours or 60 months, whichever occurs 

first. Because the compliance time is 

specified as ‘‘not to exceed’’ the 

interval, operators are allowed to do the 

actions earlier than the specified 

interval. We have not changed 

paragraph (j) of this final rule (referred 

to as paragraph (i) of the NPRM (78 FR 

28156, May 14, 2013)), which specifies 

that no alternative intervals may be used 

unless the intervals are approved as an 

alternative method of compliance in 

accordance with the procedures 

specified in paragraph (l) of this final 

rule. 

Request To Remove Reporting 

Requirements 

Horizon Air (the commenter) 

requested that we remove the reporting 

requirements from the NPRM (78 FR 

28156, May 14, 2013). The commenter 

stated that the AMM task and TR MRB– 

66, dated December 7, 2011, of PSM 1– 

84–7, do not include a reporting 

requirement. The commenter stated that 

an operator that performed the AMM 

task or the MRB task prior to the release 

of the final rule would not have 

recorded the wear dimensions because 

there was no requirement to record it in 

either task. The commenter stated that 

to force operators who have proactively 

accomplished the inspection to go back 

and perform the task again just to get a 

wear measurement to fulfill the 

requirements of paragraph (j) of the 

NPRM places an unnecessary financial 

burden on the operator, and provides 

data that do nothing to enlighten the 

manufacturer to the amount of hook 

wear occurring on high-time up-locks. 

We agree that any operator that has 

performed the AMM task prior to 

publication of the NPRM (78 FR 28156, 

May 14, 2013) would not have recorded 

any dimension. However, we disagree 

with the request to remove the 

requirement entirely, because it is 

beneficial for any operator that has not 

performed the required task to submit 

the report. We have revised paragraph 

(j) of this final rule to state: ‘‘For 

airplanes on which the requirements of 

paragraph (g) or (h) of this AD have been 

accomplished after the effective date of 

this AD: Within 30 days after the 

functional check, submit a report of the 

initial functional check findings using 

Form No ISETS–03–AOM Q400 in 

Bombardier Q400 All Operator Message 

DHC8–400–AOM–515, Revision 2009– 

06–24, dated April 4, 2012. Send the 

report to Bombardier, Inc., Technical 

Help Desk, phone: 416–375–4000; fax: 

416–375–4539; email: thd.qseries@

aero.bombardier.com.’’ 

Other Changes to This Final Rule 

We have revised the introductory text 

to paragraph (g) and paragraphs (g)(1), 

(g)(2), and (g)(3) of this final rule to 

clarify the requirements regarding the 

compliance time for doing the initial 

functional check. The compliance time 

has not changed. 

We have removed the reference to 

Bombardier Repair Drawing 8/4–32– 

0190, Issue 1, dated April 2, 2012, in 

paragraph (h)(3) of this final rule 

because the introductory text of 

paragraph (h) already refers to the 

service information. 

We have also added new paragraph (i) 

to this final rule to allow credit for using 

Bombardier Repair Drawing 8/4–32– 

0190, Issue 1, dated April 2, 2012. We 

have re-designated subsequent 

paragraphs accordingly. 

Conclusion 

We reviewed the relevant data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting this AD 


pmangrum on DSK3VPTVN1PROD with RULES
Federal Register / Vol. 79, No. 64 / Thursday, April 3, 2014 / Rules and Regulations 18613 

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 (78 FR 

28156, May 14, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 28156, 

May 14, 2013). 

Costs of Compliance 

Based on the service information, we 

estimate that this AD affects about 83 

products of U.S. registry. We also 

estimate that it takes about 1 work-hour 

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 

the AD on U.S. operators to be $7,055, 

or $85 per product. 

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); 

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/

#!documentDetail;D=FAA-2013-0419- 

0002; or in person at the Docket 

Operations office 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 AD: 

2014–05–28 Bombardier, Inc.: Amendment 

39–17800. Docket No. FAA–2013–0419; 

Directorate Identifier 2012–NM–129–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective May 8, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes, 

certificated in any category, serial numbers 

4001 and subsequent, equipped with a main 

landing gear (MLG) up-lock having part 

number 46500–7 or 46500–9. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing gear. 

(e) Reason 

This AD was prompted by reports of 

excessive wear on the lower latch surface of 

the MLG up-lock hook. We are issuing this 

AD to detect and correct up-lock hooks worn 

beyond the wear limit, which could prevent 

the successful extension of the MLG using 

the primary landing gear extension system, 

which in combination with an alternate 

extension system failure could result in the 

inability to extend the MLG. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Maintenance/Inspection Program 

Revision 

Within 30 days after the effective date of 

this AD, revise the maintenance or inspection 

program, as applicable, to incorporate the 

information specified in Task Number 

323100–202 of Bombardier Temporary 

Revision MRB–66, dated December 7, 2011, 

to Section 1–32, Systems/Powerplant 

Maintenance Program of MRB Report Part 1, 

Bombardier Q400 Dash 8 Maintenance 

Requirements Manual, PSM 1–84–7. The 

compliance time for the initial functional 

check is at the applicable time specified in 

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

The compliance time for the repetitive 

interval is at intervals not to exceed 6,000 

flight hours or 60 months, whichever occurs 

first. 

Note 1 to Paragraph (g) of this AD: The 

maintenance or inspection program revision 

required by paragraph (g) of this AD may be 

done by inserting a copy of Bombardier 

Temporary Revision MRB–66, dated 

December 7, 2011, to Section 1–32, Systems/ 

Powerplant Maintenance Program of MRB 

Report Part 1, Bombardier Q400 Dash 8 

Maintenance Requirements Manual, PSM 1– 

84–7. When this temporary revision has been 

included in general revisions of the PSM, the 

general revisions may be inserted in the PSM, 

provided the relevant information in the 

general revision is identical to that in TR 

MRB–66. 

(1) For up-lock hook assemblies that have 

15,000 total flight cycles or more as of the 


pmangrum on DSK3VPTVN1PROD with RULES
18614 Federal Register / Vol. 79, No. 64 / Thursday, April 3, 2014 / Rules and Regulations 

effective date of this AD: The compliance 

time for doing the initial functional check is 

within 600 flight cycles after the effective 

date of this AD. 

(2) For up-lock hook assemblies that have 

12,000 total flight cycles or more, but fewer 

than 15,000 total flight cycles, as of the 

effective date of this AD: The compliance 

time for doing the initial functional check is 

within 1,200 flight cycles after the effective 

date of this AD, but before the accumulation 

of 15,600 total flight cycles on the assembly. 

(3) For up-lock hook assemblies with fewer 

than 12,000 total flight cycles as of the 

effective date of this AD: The compliance 

time for doing the initial functional check is 

within 6,000 flight cycles after the effective 

date of this AD, but before the accumulation 

of 13,200 total flight cycles on the assembly. 

(h) Optional Method of Compliance 

For any up-lock assembly outside the wear 

limit specified in the Inspection Notes of 

Bombardier Repair Drawing 8/4–32–0190, 

Issue 2, dated January 14, 2013; and on 

which the up-lock roller on the MLG shock 

strut is free to rotate and free of any damage 

or flat spots on the riding surface: In lieu of 

doing the initial functional check, as required 

by paragraph (g) of this AD, accomplishing 

the actions specified in paragraphs (h)(1) 

through (h)(4) of this AD in accordance with 

Bombardier Repair Drawing 8/4–32–0190, 

Issue 2, dated January 14, 2013, may be done. 

However, as of 36 months after the effective 

date of this AD, the initial functional check 

must be done in accordance with the 

requirements of paragraph (g) of this AD. 

(1) Do a detailed inspection for 

deformation, corrosion, or broken springs of 

the up-lock assembly of the MLG. If 

deformation, corrosion, or broken springs are 

found, before further flight, replace the 

spring. 

(2) Measure the groove depth of the lower 

latch working surface. 

(i) If the groove depth is greater than or 

equal to 0.022 inch, before further flight, 

replace the up-lock assembly part number (P/ 

N) 46500–7 or 46500–9 with a new assembly, 

or an assembly with a new or reworked hook 

installed. 

(ii) If the groove depth is greater than 0.017 

inch and less than or equal to 0.0215 inch: 

Within 600 flight cycles after accomplishing 

the measurement, do the up-lock inspection 

as specified in paragraphs (h)(1) and (h)(2) of 

this AD, and repeat the inspections thereafter 

at intervals not to exceed 600 flight cycles. 

Replacing the up-lock hook with a new or 

reworked hook, or installing a new up-lock 

assembly, terminates the repetitive 

inspections. 

(iii) If the groove depth is between 0.0215 

and 0.0220 inch: Within 300 flight cycles 

after the measurement, replace the up-lock 

hook with a new or reworked hook, or with 

a new up-lock assembly. 

(3) Unless already accomplished, within 

6,000 flight hours or 36 months after doing 

the initial inspection specified in paragraph 

(h)(1) of this AD: Replace the up-lock 

assembly with a new assembly, or a new or 

reworked hook installed. 

(4) Inspect the up-lock roller on both main 

gear shock struts for freedom of movement. 

(i) If the up-lock roller cannot be freely 

rotated by finger force, or any flat spots 

exceeding 0.060 inch (across the flats) are 

found, before further flight, replace the uplock roller. 

(ii) Repeat the inspections thereafter at 

intervals not to exceed 50 flight hours until 

the up-lock has been replaced with a new 

assembly, or a new or reworked up-lock hook 

has been installed. Replacing the up-lock 

with a new assembly, or installing a new or 

reworked up-lock hook, terminates the 

repetitive inspection requirements. 

(i) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Bombardier 

Repair Drawing 8/4–32–0190, Issue 1, dated 

April 2, 2012, which is not incorporated by 

reference in this AD. 

(j) No Alternative Actions or Intervals 

After accomplishing the revision required 

by paragraph (g) of this AD, no alternative 

actions (e.g., inspections) or intervals may be 

used, except as provided by paragraph (h) of 

this AD unless the actions or intervals are 

approved as an alternative method of 

compliance in accordance with the 

procedures specified in paragraph (l) of this 

AD. 

(k) Reporting 

For airplanes on which the requirements of 

paragraph (g) or (h) of this AD have been 

accomplished after the effective date of this 

AD: Within 30 days after the functional 

check, submit a report of the initial 

functional check findings using Form No 

ISETS–03–AOM Q400 in Bombardier Q400 

All Operator Message DHC8–400–AOM–515, 

Revision 2009–06–24, dated April 4, 2012. 

Send the report to Bombardier, Inc., 

Technical Help Desk, phone: 416–375–4000; 

fax: 416–375–4539; email: thd.qseries@

aero.bombardier.com. 

(l) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office, ANE–170, FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the ACO, send it to ATTN: Program 

Manager, Continuing Operational Safety, 

FAA, New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; telephone 

516–228–7300; fax 516–794–5531. Before 

using any approved AMOC, notify your 

appropriate principal inspector, or lacking a 

principal inspector, the manager of the local 

flight standards district office/certificate 

holding district office. The AMOC approval 

letter must specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer, use these actions if they are 

FAA-approved. Corrective actions are 

considered FAA-approved if they were 

approved by the State of Design Authority (or 

its delegated agent, or by the Design 

Approval Holder with a State of Design 

Authority’s design organization approval). 

For a repair method to be approved, the 

repair approval must specifically refer to this 

AD. You are required to ensure the product 

is airworthy before it is returned to service. 

(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. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2012–21, dated 

June 25, 2012, for related information. This 

MCAI can be found in the AD docket on the 

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

#!documentDetail;D=FAA-2013-0419-0002. 

(2) For service information identified in 

this AD, contact Bombardier, Inc., Q-Series 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 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. 

(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 the AD specifies otherwise. 

(i) Bombardier Q400 All Operator Message 

DHC8–400–AOM–515, Revision 2009–06–24, 

dated April 4, 2012. 

(ii) Bombardier Repair Drawing 8/4–32– 

0190, Issue 2, including handwritten 

annotations, dated January 14, 2013. 

(iii) Bombardier Temporary Revision 

MRB–66, dated December 7, 2011, to Section 

1–32, Systems/Powerplant Maintenance 

Program of MRB Report Part 1, Bombardier 

Q400 Dash 8 Maintenance Requirements 

Manual, PSM 1–84–7. 

(3) For service information identified in 

this AD, contact Bombardier, Inc., Q-Series 


pmangrum on DSK3VPTVN1PROD with RULES
Federal Register / Vol. 79, No. 64 / Thursday, April 3, 2014 / Rules and Regulations 18615 

Technical Help Desk, 123 Garratt Boulevard, 

Toronto, Ontario M3K 1Y5, Canada; 

telephone 416–375–4000; fax 416–375–4539; 

email thd.qseries@aero.bombardier.com; 

Internet http://www.bombardier.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

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

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on February 

28, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–05425 Filed 4–2–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0019; Directorate 

Identifier 2013–CE–045–AD; Amendment 

39–17811; AD 2014–06–07] 

RIN 2120–AA64 

Airworthiness Directives; Alexander 

Schleicher, Segelflugzeugbau Gliders 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Alexander Schleicher, Segelflugzeugbau 

Model ASK 21 gliders. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as inadequate guidance for 

spin training operations. We are issuing 

this AD to require actions to address the 

unsafe condition on these products. 

DATES: This AD is effective May 8, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of May 8, 2014. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0019; or in person at Document 

Management Facility, U.S. Department 

of Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

For service information identified in 

this AD, contact Alexander Schleicher 

GmbH & Co. Segelflugzeugbau, 

Alexander-Schleicher-Str. 1, D–36163 

Poppenhausen, Germany; phone: +49 

(0) 06658 89–0; fax: +49 (0) 06658 89– 

40; Internet: http://www.alexanderschleicher.de/; email: info@alexanderschleicher.de. You may review this 

referenced service information at the 

FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. 

For information on the availability of 

this material at the FAA, call (816) 329– 

4148. 

FOR FURTHER INFORMATION CONTACT: Jim 

Rutherford, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 

329–4090; email: jim.rutherford@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to all Alexander Schleicher, 

Segelflugzeugbau Model ASK 21 gliders. 

That NPRM was published in the 

Federal Register on January 15, 2014 

(79 FR 2595). That NPRM proposed to 

correct an unsafe condition for the 

specified products and was based on 

mandatory continuing airworthiness 

information (MCAI) originated by an 

aviation authority of another country. 

The MCAI states: 

ASK 21 sailplane spin characteristics can 

be controlled using tail ballast weights, 

ensuring that pilots of all weights can 

achieve the same spin results. Although the 

tail ballast weights were designed to control 

the centre of gravity of the sailplane, these 

weights significantly affect the inertia terms 

that govern the sailplane response to spin 

manoeuvres. Schleicher issued a Technical 

Note (TN) Nr. 4 in 1980 (mainly used in 

Switzerland) to provide instructions for the 

Aircraft Flight Manual (AFM) for spin 

training. These instructions did not provide 

proper protection against accomplishment of 

single seated flight with forgotten spin ballast 

installed. 

Schleicher issued a TN Nr. 4a in 2004 to 

provide instructions to the Aircraft Flight 

Manual (AFM) amendments to address spin 

ballast installation and facilitate two seated 

spin training. However, these instructions 

did not provide proper guidance for the spin 

entry techniques. The safety margin in 

respect to inertia limits was marginal for 

pilot weights less than 70 kg on the front 

seat. 

Furthermore, in one case, it was observed 

that a control surface gap was not sealed in 

accordance with design data approved for 

that aircraft. 

Single seated flight with forgotten spin 

ballast installed, if not corrected, could lead 

to sailplane operation beyond its centre of 

gravity limits. Flights with low inertia 

momentum around Y axis (as a result of the 

low weight crew) could result in reduced 

safety margin in respect to inertia limits. 

Improperly sealed control surface gap 

during spin recovery could lead to significant 

delay of recovery and reduced control of the 

sailplane. 

To address these potential unsafe 

conditions, Schleicher issued TN Nr. 4b for 

ASK 21 model sailplanes and TN Nr. 7 for 

ASK 21 Mi model sailplanes to amend the 

associated AFM and Aircraft Maintenance 

Manual (AMM) procedures and installation 

of a cockpit placard, as applicable to 

sailplane model. 

For the reasons described above, this AD 

requires amendment of the AFM, AMM and 

installation of a cockpit placard. 

The MCAI can be found in the AD 

docket on the Internet at: http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0019-0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (79 

FR 2595, January 15, 2014) or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 2595, 

January 15, 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 2595, 

January 15, 2014). 

Costs of Compliance 

We estimate that this AD will affect 

59 products of U.S. registry. We also 

estimate that it will take about 2.5 workhours 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 $250 per 

product. 

Based on these figures, we estimate 

the cost of the AD on U.S. operators to 

be $27,287.50, or $462.50 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: 


pmangrum on DSK3VPTVN1PROD with RULES