1504 Federal Register / Vol. 81, No. 8 / Wednesday, January 13, 2016 / Rules and Regulations 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspect the Upper Skin Joints for 

Adequate Sealant 

Within the next 100 hours time-in-service 

(TIS) after February 17, 2016 (the effective 

date of this AD) or 12 months after February 

17, 2016 (the effective date of this AD), 

whichever occurs first, inspect the upper 

skin joints for adequate sealant following Part 

I of Piper Aircraft, Inc. Service Bulletin No. 

1262B, dated April 23, 2015. No further 

action per this AD is required if adequate 

sealant is already applied. 

(h) Inspect for Evidence of Water Intrusion/ 

Moisture 

If you find missing or inadequate sealant 

during the inspection required by paragraph 

(g) of this AD, before further flight, inspect 

for evidence of water intrusion/moisture 

following Part II of Piper Aircraft, Inc. 

Service Bulletin No. 1262B, dated April 23, 

2015. 

(1) If no evidence of water intrusion/

moisture is found during the inspection 

required in paragraph (h) of this AD, before 

further flight, rework the stringers and apply 

sealant as required in paragraph (k) of this 

AD. 

(2) If evidence of water intrusion/moisture 

is found during the inspection required in 

paragraph (h) of this AD, before further flight, 

do the actions required in paragraphs (i) and 

(j) of this AD. 

(i) Inspect for Corrosion 

If you find, as a result of the inspection 

required by paragraph (h) of this AD, 

evidence of water intrusion/moisture, before 

further flight, inspect for corrosion following 

Part II of Piper Aircraft, Inc. Service Bulletin 

No. 1262B, dated April 23, 2015. 

(1) If no evidence of corrosion is found 

during the inspection required in paragraph 

(i) of this AD, before further flight, rework the 

stringers and apply sealant as required in 

paragraph (k) of this AD. 

(2) If evidence of corrosion is found during 

the inspection required in paragraph (i) of 

this AD, before further flight, obtain and 

implement an FAA-approved corrective 

action approved specifically for this AD. At 

the operator’s discretion, assistance may be 

provided by contacting Piper Aircraft, Inc. at 

the address identified in paragraph (p)(3) of 

this AD. After obtaining and implementing 

an FAA-approved corrective action, 

approved specifically for this AD, before 

further flight, rework the stringers and apply 

sealant as required in paragraph (k) of this 

AD. 

(j) Inspect for Deformation 

If you find, as a result of the inspection 

required by paragraph (h) of this AD, 

evidence of water intrusion/moisture, before 

further flight, do a visual inspection for skin 

or stringer deformation. 

(1) If no evidence of deformation is found 

during the inspection required in paragraph 

(j) of this AD, before further flight, rework the 

stringers and apply sealant as required in 

paragraph (k) of this AD. 

(2) If any visible deformation is found 

during the inspection required in paragraph 

(j) of this AD, before further flight, obtain and 

implement an FAA-approved corrective 

action, approved specifically for this AD. At 

the operator’s discretion, assistance may be 

provided by contacting Piper Aircraft, Inc. at 

the address identified in paragraph (p)(3) of 

this AD. After obtaining and implementing 

an FAA-approved corrective action, 

approved specifically for this AD, before 

further flight, rework the stringers and apply 

sealant as required in paragraph (k) of this 

AD. 

(k) Rework Stringers and Seal Skin Joints 

If any inspection required by paragraphs 

(g) through (j) of this AD reveals 

discrepancies (no sealant/inadequate sealant, 

evidence of water intrusion/moisture, 

corrosion, or deformation), before further 

flight, after completing any necessary 

corrective actions, rework wing stringers and 

seal skin joints following Part II of Piper 

Aircraft, Inc. Service Bulletin No. 1262B, 

dated April 23, 2015. 

(l) Credit for Actions Done in Accordance 

With Previous Service Information 

Actions done before February 17, 2016 (the 

effective date of this AD) following Part I and 

Part II of Piper Aircraft, Inc. Service Bulletin 

No. 1262, dated October 16, 2013, or Part I 

and Part II of Piper Aircraft, Inc. Service 

Bulletin No. 1262A, dated November 14, 

2013, as applicable, are considered 

acceptable for compliance with the 

corresponding actions specified in 

paragraphs (g), (h), (i), and (k) (including 

subparagraphs) of this AD. Additional 

inspections beyond Service Bulletin No. 1262 

are required to fully comply with paragraph 

(j) of this AD. 

(m) Special Flight Permit 

(1) In accordance with 14 CFR 39.23, a 

single flight is allowed to a location to do the 

actions in paragraph (g) of this AD. 

(2) In accordance with 14 CFR 39.23, a 

single flight is allowed to a location to do the 

inspections, rework and installation of 

sealant required in paragraphs (h) through (k) 

of this AD. Prior to the flight to perform the 

inspections, rework, and installation of 

sealant, the following inspection must be 

performed: If the inspection required by 

paragraph (g) of this AD reveals no sealant, 

inspect for evidence of wing damage (skin or 

stringer deformation, e.g. buckling). Any 

wing damage that is found must be repaired 

before further flight and before any special 

flight permit is authorized. 

(n) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (l)(1) of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office 

(o) Related Information 

For more information about this AD, 

contact Gregory ‘‘Keith’’ Noles, Aerospace 

Engineer, FAA, Atlanta ACO, 1701 Columbia 

Avenue, College Park, Georgia 30337; 

telephone: (404) 474–5551; fax: (404) 474– 

5606; email: gregory.noles@faa.gov. 

(p) 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) Piper Aircraft, Inc. Service Bulletin No. 

1262B, dated April 23, 2015. 

(ii) Reserved. 

(3) For Piper Aircraft, Inc. service 

information identified in this AD, contact 

Piper Aircraft, Inc., Customer Service, 2926 

Piper Drive, Vero Beach, Florida 32960; 

telephone: (877) 879–0275; fax: None; email: 

customer.service@piper.com; Internet: 

www.piper.com. 

(4) You may view this service information 

at 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. It 

is also available on the Internet at http://

www.regulations.gov by searching for 

locating Docket No. FAA–2015–4213. 

(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 Kansas City, Missouri, on 

December 24, 2015. 

Pat Mullen, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–33170 Filed 1–12–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–1981; Directorate 

Identifier 2014–NM–204–AD; Amendment 

39–18362; AD 2016–01–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 


asabaliauskas on DSK5VPTVN1PROD with RULES
Federal Register / Vol. 81, No. 8 / Wednesday, January 13, 2016 / Rules and Regulations 1505 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Airbus Model A330–200 Freighter, 

A330–200, A330–300, A340–200, and 

A340–300 series airplanes. This AD was 

prompted by reports that the inner bore 

of some main landing gear (MLG) unit 

bogie beams were insufficiently reprotected against corrosion after 

inspection or maintenance actions were 

accomplished. This AD requires for 

certain MLG units, determining which 

revision of the component maintenance 

manual (CMM) was used to accomplish 

the most recent MLG unit overhaul; a 

detailed inspection for missing or 

damaged paint, and if necessary, a 

detailed inspection of the cadmium 

plating for discrepancies, measurement 

of the depth of the cadmium plating, a 

general visual inspection of the base 

metal for corrosion or damage, a 

detailed inspection of repaired areas for 

cracking or corrosion; and corrective 

actions if necessary. We are issuing this 

AD to detect and correct corrosion in 

the bore of each MLG unit bogie beam, 

which could result in collapse of a MLG 

unit, and subsequent damage to the 

airplane and injury to occupants. 

DATES: This AD becomes effective 

February 17, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 17, 2016. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-1981; 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 Airbus service information 

identified in this AD, contact Airbus 

SAS, Airworthiness Office—EAL, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; telephone +33 5 

61 93 36 96; fax +33 5 61 93 45 80; email 

airworthiness.A330–A340@airbus.com; 

Internet http://www.airbus.com. For 

Messier-Dowty service information 

contact Messier-Dowty Limited, 

Cheltenham Road, Gloucester, GL2 

9QH, England; telephone +44(0) 1452 

712424; fax+ 44(0) 1452 713821; 

Internet http://www.safranmbd.com. 

You may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

1981. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM 116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1138; 

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 certain Airbus Model A330– 

200 Freighter, A330–200, A330–300, 

A340–200, and A340–300 series 

airplanes. The NPRM published in the 

Federal Register on June 15, 2015 (80 

FR 34098). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0222, dated October 6, 

2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition for certain Airbus 

Model A330–200 Freighter, A330–200, 

A330–300, A340–200, and A340–300 

series airplanes. The MCAI states: 

From in-service experience, it was found 

that the inner bore of some bogie beams had 

been insufficiently re-protected against 

corrosion after inspection and/or possible 

maintenance actions accomplished in this 

area (absence of corrosion inhibitor and 

damage to paint have been found in some 

specific areas). 

This condition, if not detected and 

corrected, could lead to corrosion on the bore 

of the bogie beam, potentially resulting in 

Main Landing Gear (MLG) collapse, 

ultimately resulting in damage to the 

aeroplane and injury to the occupants. 

To address this potential unsafe condition, 

Airbus issued Alert Operators Transmission 

(AOT) A32L004–14, providing inspection 

instructions for some aeroplane 

configurations. 

For the reasons described above, this 

[EASA] AD requires identification of the 

MLG units that are possibly affected, [a 

detailed] inspection [for missing or damaged 

paint] of the MLG Bogie Beam bore and, 

depending on findings, accomplishment of 

the applicable corrective actions. 

This [EASA] AD also prohibits the 

installation of MLG units that have been 

overhauled by using instructions from an 

earlier Components Maintenance Manual 

(CMM) revision. 

Required actions also include a 

detailed inspection of the cadmium 

plating for discrepancies (gray in color), 

measurement of the depth of the 

cadmium plating if necessary, and a 

general visual inspection of the base 

metal for corrosion or damage, and a 

detailed inspection of repaired areas for 

cracking or corrosion. Corrective actions 

include removing cadmium plating and 

repairing any cracked, corroded, or 

damaged areas; re-applying cadmium 

plating and paint; and re-applying 

temporary corrosion protection to the 

bores of the MLG bogie beams. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2015-1981- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

The following presents the comments 

received on the NPRM (80 FR 34098, 

June 15, 2015) and the FAA’s response 

to each comment. 

Request for Clarification of Optional 

Method of Compliance 

Air France and American Airlines 

(AA) requested that paragraph (j) of the 

proposed AD (80 FR 34098, June 15, 

2015) be revised to clarify that after 

accomplishment of the actions in the 

Accomplishment Instructions of 

Messier-Dowty Service Bulletin A33/

34–32–272, dated November 16, 2007, 

including Appendixes A, B, C, and D, 

dated November 16, 2007; or Service 

Bulletin A33/34–32–272, Revision 1, 

dated September 22, 2008, including 

Appendixes A, B, C, and D, dated 

September 22, 2008; the actions 

specified in the Messier-Dowty service 

information identified in paragraphs 

(j)(1) through (j)(5) of the proposed AD 

must not be accomplished on that same 

MLG unit. 

We agree with the commenters’ 

request and have revised paragraph (j) of 

this AD to clarify that after 

accomplishment of the actions in the 

Accomplishment Instructions of 

Messier-Dowty Service Bulletin A33/

34–32–272, dated November 16, 2007, 

including Appendixes A, B, C, and D, 

dated November 16, 2007; or Service 

Bulletin A33/34–32–272, Revision 1, 

dated September 22, 2008, including 

Appendixes A, B, C, and D, dated 

September 22, 2008; the actions 

specified in the Messier-Dowty service 

information identified in paragraphs 

(j)(1) through (j)(5) of this AD must not 

be accomplished on that same MLG 

unit. The actions in the 

Accomplishment Instructions of 

Messier-Dowty service information 

identified in paragraphs (j)(1) through 

(j)(5) do not provide sufficient corrosion 

protection for the MLG units. 


asabaliauskas on DSK5VPTVN1PROD with RULES
1506 Federal Register / Vol. 81, No. 8 / Wednesday, January 13, 2016 / Rules and Regulations 

Request To Correct Service Information 

Reference 

Air France requested that the 

references to the Airbus component 

maintenance manual in paragraph (g) of 

the proposed AD be changed to MessierDowty component maintenance manual. 

We agree with the commenter’s 

request because the component 

maintenance manuals were published 

by Messier-Dowty, not Airbus. We have 

revised paragraphs (g) and (k) of this AD 

accordingly. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (80 FR 

34098, June 15, 2015) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (80 FR 34098, 

June 15, 2015). 

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 

Airbus has issued Alert Operators 

Transmission A32L004–14, dated July 

28, 2014, including Appendixes 1, 2, 3, 

and 4. This service information 

describes procedures for inspections of 

the bogie beam bore of the MLG. 

Messier-Dowty has issued the 

following service information, which 

describes procedures for inspections of 

the internal diameter of the bogie beam 

for corrosion. 

• Service Bulletin A33/34–32–272, 

dated November 16, 2007, including 

Appendixes A, B, C, and D, dated 

November 16, 2007. 

• Service Bulletin A33/34–32–272, 

Revision 1, dated September 22, 2008, 

including Appendixes A, B, C, and D, 

dated September 22, 2008. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 89 

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, and 1 work-hour to report the 

inspection findings. 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 $98,345, 

or $1,105 per product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for any necessary follow-on 

actions. 

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/

#!docketDetail;D=FAA-2015-1981; 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): 

2016–01–03 Airbus: Amendment 39–18362. 

Docket No. FAA–2015–1981; Directorate 

Identifier 2014–NM–204–AD. 

(a) Effective Date 

This AD becomes effective February 17, 

2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus airplanes, 

certificated in any category, identified in 

paragraphs (c)(1) and (c)(2) of this AD. 


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Federal Register / Vol. 81, No. 8 / Wednesday, January 13, 2016 / Rules and Regulations 1507 

(1) Model A330–201, A330–202, A330– 

203, A330–223, A330–223F, A330–243, 

A330–243F, A330–301, A330–302, A330– 

303, A330–321, A330–322, A330–323, A330– 

341, A330–342, and A330–343 airplanes; all 

manufacturer serial numbers; except those on 

which Airbus Modification 58896 has been 

embodied in production or embodied 

through Airbus Service Bulletin A330–32– 

3237. 

(2) Model A340–211, A340–212, A340– 

213, A340–311, A340–312, and A340–313 

airplanes; all manufacturer serial numbers; 

except those on which Airbus Modification 

58896 has been embodied in production or 

embodied through Airbus Service Bulletin 

A340–32–4279. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by reports that the 

inner bore of some main landing gear (MLG) 

unit bogie beams were insufficiently reprotected against corrosion after inspection 

or maintenance actions were accomplished. 

We are issuing this AD to detect and correct 

corrosion in the bore of each MLG unit bogie 

beam, which could result in collapse of a 

MLG unit, and subsequent damage to the 

airplane and injury to occupants. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Identification of Affected MLG Units 

Within 12 months after the effective date 

of this AD: For MLG units having a 201252 

series or 201490 series part number, 

determine the revision of the Messier-Dowty 

component maintenance manual (CMM) used 

to do the most recent MLG unit overhaul. If 

it is determined that the Messier-Dowty 

CMM revision specified in paragraph (g)(1) or 

(g)(2) of this AD was used to accomplish the 

most recent MLG unit overhaul: Within 12 

months after the effective date of this AD, 

clean the area between the bogie pivot pin 

and the bogie beam bore of each MLG unit 

and do a detailed inspection for missing or 

damaged paint, in accordance with Airbus 

Alert Operators Transmission A32L004–14, 

dated July 28, 2014, including Appendixes 1, 

2, 3, and 4, which do not have a date. 

(1) For MLG units having a part number in 

the 201252 series: Messier-Dowty CMM 32– 

11–74, Revision 25 or earlier. 

(2) For MLG units having a part number in 

the 201490 series: Messier-Dowty CMM 32– 

12–05, Revision 20 or earlier. 

(h) Inspection of Cadmium Plating 

If, during the inspection required by 

paragraph (g) of this AD, any missing or 

damaged paint is found: Before further flight, 

do a detailed inspection of the cadmium 

plating for discrepancies, measure the depth 

of the plating as applicable, and do a general 

visual inspection of the base metal for 

corrosion or damage, in accordance with 

Airbus Alert Operators Transmission 

A32L004–14, dated July 28, 2014, including 

Appendixes 1, 2, 3, and 4, which do not have 

a date. If any discrepancy, damage, or 

corrosion is found, before further flight, do 

all applicable corrective actions, and do a 

detailed inspection of repaired areas for 

cracking or corrosion, in accordance with 

Airbus Alert Operators Transmission 

A32L004–14, dated July 28, 2014, including 

Appendixes 1, 2, 3, and 4, which do not have 

a date, except where Airbus Alert Operators 

Transmission A32L004–14, dated July 28, 

2014, including Appendixes 1, 2, 3, and 4, 

specifies to contact Messier-Dowty if 

cracking or corrosion is found in a repaired 

area, before further flight, repair 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). 

(i) Reporting Requirement 

At the applicable time specified in 

paragraph (i)(1) or (i)(2) of this AD, report the 

findings of the inspection required by 

paragraph (g) of this AD to Airbus, Customer 

Services Engineering—SEEL1, Attn: Philippe 

Kerangueven, Product Leader A330/A340, 

ATA–32, Landing Gear Systems, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; phone +33 (0) 5 67 19 18 42; 

fax +33 0 5 67 19 12 05; email 

philippe.kerangueven@airbus.com. The 

report must include the information specified 

in Appendix 2 of Airbus Alert Operators 

Transmission A32L004–14, dated July 28, 

2014. 

(1) If the inspection was done on or after 

the effective date of this AD: Within 90 days 

after that inspection. 

(2) If the inspection was done before the 

effective date of this AD: Within 90 days after 

the effective date of this AD. 

(j) Optional Method of Compliance 

Accomplishment of the boroscope 

inspection of the internal diameter of the 

bogie beam for corrosion or damage to the 

protective treatments, measurement of the 

depth of the protective treatments as 

applicable, and accomplishment of all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Messier-Dowty Service Bulletin A33/34–32– 

272, dated November 16, 2007, including 

Appendixes A, B, C, and D, dated November 

16, 2007; or Revision 1, dated September 22, 

2008, including Appendixes A, B, C, and D, 

dated September 22, 2008; are acceptable for 

the corresponding actions required by 

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

MLG unit; however, after accomplishment of 

the actions in the Accomplishment 

Instructions of Messier-Dowty Service 

Bulletin A33/34–32–272, dated November 

16, 2007, including Appendixes A, B, C, and 

D, dated November 16, 2007; or Service 

Bulletin A33/34–32–272, Revision 1, dated 

September 22, 2008, including Appendixes 

A, B, C, and D, dated September 22, 2008; the 

actions specified in the Messier-Dowty 

service information identified in paragraphs 

(j)(1) through (j)(5) of this AD must not be 

accomplished on that same MLG unit. Where 

Messier-Dowty Service Bulletin A33/34–32– 

272, dated November 16, 2007, including 

Appendixes A, B, C, and D, dated November 

16, 2007; or Revision 1, dated September 22, 

2008, including Appendixes A, B, C, and D, 

dated September 22, 2008; specify to contact 

Messier-Dowty for repair information, the 

repair must be accomplished using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA; or EASA; or Airbus’s EASA 

DOA. 

(1) Messier-Dowty Service Bulletin A33/34 

32–285, dated July 9, 2010. 

(2) Messier-Dowty Service Bulletin A33/34 

32–285, Revision 1, dated October 4, 2011. 

(3) Messier-Dowty Service Bulletin A33/34 

32–285, Revision 2, dated October 4, 2012. 

(4) Messier-Dowty Service Bulletin A33/34 

32–285, Revision 3, dated September 11, 

2013. 

(5) Messier-Dowty Service Bulletin A33/34 

32–285, Revision 4, dated January 23, 2014. 

Note 1 to paragraph (j) of this AD: 

Inspections done using the instructions in 

Messier-Dowty Service Bulletin A33/34–32– 

285, Revision 5, dated August 14, 2014, do 

not affect the optional method of compliance 

provided by this paragraph. 

(k) Parts Installation Limitation 

As of the effective date of this AD, any 

overhauled MLG unit having a 201252 series 

or 201490 series part number may be 

installed on an airplane, provided the most 

recent MLG overhaul was done using a 

Messier-Dowty CMM that is not specified in 

paragraph (g)(1) or (g)(2) of this AD, or, prior 

to installation, the MLG unit passes the 

inspection required by paragraph (g) of this 

AD. 

(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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1138; 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 

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 


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1508 Federal Register / Vol. 81, No. 8 / Wednesday, January 13, 2016 / Rules and Regulations 

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 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0222, dated 

October 6, 2014, for related information. This 

MCAI may be found in the AD docket on the 

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

#!documentDetail;D=FAA-2015-1981-0002. 

(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) Airbus Alert Operators Transmission 

A32L004–14, dated July 28, 2014, including 

Appendixes 1, 2, 3, and 4, which are not 

dated. 

(ii) Messier-Dowty Service Bulletin A33/

34–32–272, dated November 16, 2007, 

including Appendixes A, B, C, and D, dated 

November 16, 2007. 

(iii) Messier-Dowty Service Bulletin A33/

34–32–272, Revision 1, dated September 22, 

2008, including Appendixes A, B, C, and D, 

dated September 22, 2008. 

(3) For Airbus service information 

identified in this AD, contact Airbus SAS, 

Airworthiness Office—EAL, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone +33 5 61 93 36 96; fax +33 

5 61 93 45 80; email airworthiness.A330- 

A340@airbus.com; Internet http://

www.airbus.com. 

(4) For Messier-Dowty service information 

identified in this AD, contact Messier-Dowty 

Limited, Cheltenham Road, Gloucester, GL2 

9QH, England; telephone +44(0) 1452 

712424; fax+ 44(0) 1452 713821; Internet 

http://www.safranmbd.com. 

(5) 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. 

(6) 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 

December 29, 2015. 

Philip Forde, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–33289 Filed 1–12–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–1049; Directorate 

Identifier 2013–NM–110–AD; Amendment 

39–18361; AD 2016–01–02] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model CL–600–2B19 

(Regional Jet Series 100 & 440) 

airplanes. This AD was prompted by 

reports that the horizontal stabilizer 

trim actuator (HSTA) spur gear bolts 

inside the gearbox were found loose, 

broken, or backed out due to incorrect 

bending of the anti-rotation tab washer 

and the improper application of Loctite 

glue during installation. This AD 

requires replacing certain HSTAs with a 

new HSTA. This AD also requires 

revising the airplane flight manual 

(AFM) and the maintenance or 

inspection program, as applicable. We 

are issuing this AD to prevent failure of 

the HSTA and subsequent loss of 

control of the airplane. 

DATES: This AD becomes effective 

February 17, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 17, 2016. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-1049; 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 final rule, 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– 

1049. 

FOR FURTHER INFORMATION CONTACT: 

Luke Walker, Aerospace Engineer, 

Airframe and Propulsion Branch, ANE– 

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone 516–228–7363; fax 

516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc. Model 

CL–600–2B19 (Regional Jet Series 100 & 

440) airplanes. The NPRM published in 

the Federal Register on January 23, 

2015 (80 FR 3522). 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2013–14, 

dated June 4, 2013 (referred to after this 

as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc. Model CL– 

600–2B19 (Regional Jet Series 100 & 

440) airplanes. The MCAI states: 

There have been a number of reports where 

the HSTA spur gear bolts inside the gearbox 

were found loose, broken or backed out. 

Investigation revealed that the root cause is 

incorrect bending of the anti-rotation tab 

washer and the improper application of 

Loctite glue during installation. 

The function of these bolts is to generate 

sufficient preload between the two spur gears 

such that the full torque is transferred by 

friction between the two spur gears. 

Loosening of the bolts would reduce the preload between two spur gears and decrease the 

torque transfer. Partial or full torque would 

be re-distributed to the secondary load path 

(Tie-Rod) in torsion. The Tie-Rod is designed 

to withstand axial load only in case of failure 

of the primary load path (ACME screw), and 

not torsional load. The secondary load path 

(Tie-Rod) is therefore considered ineffective 

and no longer provides protection as a 

failsafe design of the system. Loose bolt(s) on 

the HSTA spur gear combined with the 

failure of the primary load path, could lead 

to failure of the HSTA and subsequent loss 

of the aeroplane. 


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