Federal Register / Vol. 81, No. 161 / Friday, August 19, 2016 / Rules and Regulations 55353 

their comment on special conditions no. 

25–612–SC. We provided a detailed 

response in special conditions no. 25– 

612–SC and have now clearly defined 

the applicability for these Boeing 737– 

8 special conditions. One aspect of 

Boeing’s comment that we did not 

address in special conditions no. 25– 

612–SC is that some design changes 

may not change a lithium battery 

installation but affect it, which results 

in these special conditions being 

applicable. For example, adding a heat 

source next to a lithium battery can 

increase its possibility of entering into 

thermal runaway. Lithium battery 

installations affected by design changes 

must meet these special conditions. 

Some examples of changes that affect 

lithium battery installations are those 

that: 

• Increase the temperatures or 

pressures in a battery, 

• Increase the electrical load on a 

battery, 

• Increase potential for imbalance 

between battery cells, 

• Modify protective circuitry for a 

lithium battery, 

• Increase the airplane level risk due 

to the location of an existing lithium 

battery. An example is installation of a 

new oxygen line next to an existing part 

that has a lithium battery. The airplane 

level risk may increase due to the 

potential hazard of a lithium battery fire 

in the proximity of oxygen. 

The FAA has determined that 

‘‘uncontrolled’’ in special condition 2 

should be ‘‘uncontrollable’’ to more 

accurately describe the concern. This 

revision does not change the intended 

meaning of this special condition. 

Except as discussed above, the special 

conditions are adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

737–8 airplane. Should the applicant 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, or should any 

other model already included on the 

same type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to that model as well. 

These special conditions are only 

applicable to design changes applied for 

after the effective date of the special 

conditions. The existing airplane fleet 

and follow-on deliveries of airplanes 

with previously certified nonrechargeable lithium battery 

installations are not affected. 

These special conditions are not 

applicable to previously certified nonrechargeable lithium battery 

installations where the only change is 

either cosmetic or relocating the 

installation to improve the safety of the 

airplane and occupants. The FAA 

determined that this exclusion is in the 

public interest because the need to meet 

all of the special conditions might 

otherwise deter such design changes 

that involve relocating batteries. A 

cosmetic change is a change in 

appearance only, and does not change 

any function or safety characteristic of 

the battery installation. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

■ The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, the following special 

conditions are part of the type 

certification basis for the Boeing Model 

737–8 airplane. 

Non-Rechargeable Lithium Battery 

Installations 

In lieu of § 25.1353(b)(1) through 

(b)(4) at Amendment 25–123, each nonrechargeable lithium battery installation 

must: 

1. Maintain safe cell temperatures and 

pressures under all foreseeable 

operating conditions to prevent fire and 

explosion. 

2. Prevent the occurrence of selfsustaining, uncontrollable increases in 

temperature or pressure. 

3. Not emit explosive or toxic gases, 

either in normal operation or as a result 

of its failure, that may accumulate in 

hazardous quantities within the 

airplane. 

4. Meet the requirements of § 25.863. 

5. Not damage surrounding structure 

or adjacent systems, equipment, or 

electrical wiring from corrosive fluids or 

gases that may escape in such a way as 

to cause a major or more-severe failure 

condition. 

6. Have provisions to prevent any 

hazardous effect on airplane structure or 

systems caused by the maximum 

amount of heat it can generate due to 

any failure of it or its individual cells. 

7. Have a failure sensing and warning 

system to alert the flightcrew if its 

failure affects safe operation of the 

airplane. 

8. Have a means for the flightcrew or 

maintenance personnel to determine the 

battery charge state if the battery’s 

function is required for safe operation of 

the airplane. 

Note: A battery system consists of the 

battery and any protective, monitoring, and 

alerting circuitry or hardware inside or 

outside of the battery. It also includes vents 

(where necessary) and packaging. For the 

purpose of these special conditions, a 

‘‘battery’’ and ‘‘battery system’’ are referred to 

as a battery. 

Issued in Renton, Washington, on August 

12, 2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–19856 Filed 8–18–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3986; Directorate 

Identifier 2015–NM–057–AD; Amendment 

39–18613; AD 2016–16–15] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400, 

–401, and –402 airplanes. This AD was 

prompted by reports of chafing damage 

due to insufficient clearance on the 

main landing gear (MLG) stabilizer 

brace, the nacelle A-frame structure, and 

the adjacent electrical wiring harnesses. 

An insufficient fillet radius may also 

exist on certain airplanes. This AD 

requires, depending on airplane 

configuration, an inspection of the 

nacelle A-frame structure for 

insufficient fillet radius; an inspection 

for cracking of affected structure, and 

rework or repair if necessary, and 

rework of the nacelle A-frame structure; 

repetitive inspections of the nacelle Aframe structure and the MLG stabilizer 

brace for insufficient clearance and 

damage, and repair if necessary, and 

rework of the nacelle A-frame structure, 

which would terminate the repetitive 

inspections; installation of new stop 

brackets and a shim on each MLG 

stabilizer brace assembly; and rework of 

the electrical wiring harnesses in the 

nacelle area. We are issuing this AD to 


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55354 Federal Register / Vol. 81, No. 161 / Friday, August 19, 2016 / Rules and Regulations 

detect and correct chafing damage and 

subsequent premature cracking and 

fracture of the nacelle A-frame structure, 

which could result in failure of the MLG 

stabilizer brace and loss of the MLG 

down-lock indication, which could 

adversely affect the safe landing of the 

airplane. 

DATES: This AD is effective September 

23, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 23, 2016. 

ADDRESSES: For Bombardier service 

information identified in this final rule, 

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. 

For Goodrich service information 

identified in this AD, contact Goodrich 

Corporation, Landing Gear, 1400 South 

Service Road, West Oakville, ON, 

Canada L6L 5Y7; phone: 905–825–1568; 

email: jean.breed@goodrich.com; 

Internet: http://www.goodrich.com/ 

TechPubs. 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–2015–3986. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3986; 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 Office (telephone 800–647– 

5527) is 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 20590. 

FOR FURTHER INFORMATION CONTACT: Aziz 

Ahmed, Aerospace Engineer, Airframe 

and Mechanical Systems Branch, ANE– 

171, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; telephone 516–228–7329; fax 

516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes. 

The NPRM published in the Federal 

Register on October 19, 2015 (80 FR 

63147) (‘‘the NPRM’’). The NPRM was 

prompted by reports of chafing damage 

due to insufficient clearance on the 

MLG stabilizer brace, the nacelle Aframe structure, and the adjacent 

electrical wiring harnesses. An 

insufficient fillet radius may also exist 

on certain airplanes. The NPRM 

proposed to require, depending on 

airplane configuration, an inspection of 

the nacelle A-frame structure for 

insufficient fillet radius; an inspection 

for cracking of affected structure, and 

rework or repair if necessary, and 

rework of the nacelle A-frame structure; 

repetitive inspections of the nacelle Aframe structure and the MLG stabilizer 

brace for insufficient clearance and 

damage, and repair if necessary, and 

rework of the nacelle A-frame structure, 

which would terminate the repetitive 

inspections; installation of new stop 

brackets and a shim on each MLG 

stabilizer brace assembly; and rework of 

the electrical wiring harnesses in the 

nacelle area. We are issuing this AD to 

detect and correct chafing damage and 

subsequent premature cracking and 

fracture of the nacelle A-frame structure, 

which could result in failure of the MLG 

stabilizer brace and loss of the MLG 

down-lock indication, which could 

adversely affect the safe landing of the 

airplane. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2014–45, 

dated December 23, 2014 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

on certain Bombardier, Inc. Model 

DHC–8–400, –401, and –402 airplanes. 

The MCAI states: 

The aeroplane manufacturer has 

discovered that an insufficient fillet radius 

may exist on the flange of the nacelle Aframe structure on certain aeroplanes. There 

have also been several in-service reports of 

chafing damage on the main landing gear 

(MLG) stabilizer brace, the nacelle A-frame 

structure and its adjacent electrical wiring 

harnesses due to insufficient clearance. 

An insufficient fillet radius and chafing 

damage on the nacelle A-frame structure and 

MLG stabilizer brace could lead to premature 

cracking. Fracture of the nacelle A-frame 

structure or failure of the MLG stabilizer 

brace could adversely affect the safe landing 

of the aeroplane. The damage to the electrical 

wiring harnesses could result in the loss of 

the MLG downlock indication. 

This [Canadian] AD mandates the 

inspection and rework of the nacelle A-frame 

structure, and the rework of the forward MLG 

stabilizer brace assembly and the electrical 

harnesses in the nacelle area adjacent to the 

A-frame structure. 

The following actions are required, 

depending on airplane configuration. 

• A detailed inspection of the nacelle 

A-frame structure for insufficient fillet 

radius, an eddy current or fluorescent 

dye penetrant inspection for cracking of 

affected structure, and rework or repair 

if necessary. 

• Rework of the left-hand (LH) side 

and right-hand (RH) side nacelle Aframe structure, including doing a 

measurement of the clearance between 

the fasteners/A-frame structure and 

MLG stabilizer brace assembly and 

making sure no fouling condition exists, 

and repair if necessary. 

• Repetitive detailed inspections of 

the nacelle A-frame structure and the 

MLG stabilizer brace for insufficient 

clearance and damage, and repair if 

necessary. 

• Rework of the nacelle A-frame 

structure, including a measurement of 

the clearance between the A-frame 

structure and MLG stabilizer brace 

assembly, and a fluorescent dye 

penetrant inspection or high frequency 

eddy current inspection for cracking 

and repair if necessary, which would 

terminate the repetitive inspections. 

• Installation of new stop brackets 

and a shim on each MLG stabilizer brace 

assembly. 

• Rework of the electrical wiring 

harnesses in the nacelle area. The 

rework includes a detailed inspection of 

the conduit assembly for certain 

conditions and repair if any condition is 

found, replacement of damaged conduit, 

a measurement of the clearance between 

the stabilizer brace and electrical 

harness on both LH and RH nacelles to 

make sure there is 0.100 inch (2.54 

millimeters (mm)) minimum clearance 

between the MLG stabilizer brace, and 

a check for damage on the A-frame 

structure and MLG stabilizer brace and 

repair if necessary. 

You may examine the MCAI in the AD 

docket on the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3986. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 


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Request To Incorporate Revised Service 

Information and Provide Credit 

Horizon Air asked that the following 

revised service information be included 

in the proposed AD for the applicable 

actions: 

• Bombardier Service Bulletin 84–54– 

20, Revision C, dated March 5, 2015. 

• Bombardier Service Bulletin 84–32– 

112, Revision C, dated April 2, 2015. 

• Bombardier Service Bulletin 84–32– 

114, Revision B, dated February 3, 2015. 

• Goodrich Service Bulletin 46400– 

32–102 R2, Revision 2, dated February 

17, 2015. 

Horizon Air pointed out that several 

of the service documents specified in 

the proposed AD have been updated, 

and asserted that the proposed AD 

should be revised to reference the 

updated service information. Horizon 

Air also asked that credit be given for 

actions done using the previous 

revisions of the revised service 

information. 

We agree with the commenter’s 

requests. No new work is specified by 

the revised service information; 

therefore, we have revised the ‘‘Related 

Service Information under 1 CFR part 

51’’ section and the applicable 

requirements of this AD to refer to the 

updated service information. We have 

also revised paragraph (m) of this AD to 

provide credit for certain actions 

required by this AD, if those actions 

were performed before the effective date 

of this AD using earlier revisions of the 

service information identified 

previously. 

Request To Omit Job Set-Up and Close 

Out Actions 

Horizon Air asked that we not 

mandate the ‘‘Job Set-up’’ and ‘‘Close 

Out’’ sections of the Accomplishment 

Instructions of certain service 

information referenced in the NPRM. 

Horizon Air stated that these 

instructions do not directly correct the 

unsafe condition, but they do restrict an 

operator’s ability to perform other 

maintenance in conjunction with the 

instructions that correct the unsafe 

condition. Horizon Air added that only 

the section in the Accomplishment 

Instructions that directly corrects the 

unsafe condition should be required. 

We agree with the commenter’s 

request to exclude the ‘‘Job Set-up’’ and 

‘‘Close Out’’ sections of the 

Accomplishment Instructions of certain 

service information identified in this 

AD. Paragraphs (g), (h), (i), and (j) of this 

AD already identify the specific sections 

of the Accomplishment Instructions of 

the applicable service information for 

doing only the actions that directly 

address the unsafe condition; therefore, 

there are no changes necessary in those 

paragraphs in this regard. However, we 

have revised paragraph (k) of this AD to 

specify doing only the actions provided 

in ‘‘Part B—Procedure,’’ of the 

Accomplishment Instructions of 

Bombardier Service Bulletin 84–32–114, 

Revision B, dated February 3, 2015, for 

the required actions specified in that 

paragraph. 

Request To Clarify a Certain Reference 

Horizon Air asked that we revise the 

paragraph references in paragraph (l)(1) 

of the proposed AD for clarity. Horizon 

Air stated that paragraph (l)(1) of the 

proposed AD refers to Bombardier 

ModSum IS4Q5450002, Revision B, 

dated June 22, 2012, as acceptable for 

compliance with the actions specified in 

paragraph (g) of the proposed AD. 

Horizon Air noted that for greater 

clarity, the reference should be to 

paragraph (g)(2) of the proposed AD. 

We agree with the commenter’s 

request for the reasons provided. We 

have changed paragraph (l)(1) of this AD 

to specify that installing specified 

fasteners on the MLG A-frame, in both 

LH and RH nacelles, in accordance with 

Bombardier ModSum IS4Q5450002, 

Revision B, dated June 22, 2012, is 

acceptable for compliance with the 

actions specified in paragraph (g)(2) of 

this AD. 

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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

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 

Bombardier has issued the following 

service information. 

• ModSum IS4Q2400028, Revision B, 

dated December 11, 2012; and ModSum 

IS4Q2400029, Revision A, dated July 6, 

2012. These modsums describe 

procedures for rerouting certain 

electrical harnesses and installing 

grommets. 

• ModSum IS4Q5450002, Revision B, 

dated June 22, 2012. This modsum 

describes procedures for installing 

specified fasteners on the MLG A-frame, 

in both the LH and RH nacelles. 

• ModSum IS4Q5450003, Revision C, 

dated November 29, 2012. This modsum 

describes procedures for trimming the 

horizontal and vertical stiffeners on the 

MLG A frame in both the LH and RH 

nacelles. 

• Service Bulletin 84–32–112, 

Revision C, dated April 2, 2015. This 

service information describes 

procedures for incorporating 

Bombardier ModSum 4–902416 by 

installing new stop brackets and new 

stop shims for all MLG stabilizer brace 

assemblies. 

• Service Bulletin 84–32–114, 

Revision B, dated February 3, 2015. This 

service information describes 

procedures for rework of the electrical 

wiring harnesses in the nacelle area. 

The rework includes a detailed 

inspection of the conduit assembly for 

certain conditions, and repair, 

replacement of damaged conduit, a 

measurement of the clearance to make 

sure there is 0.100 inch (2.54 mm) 

minimum clearance between the MLG 

stabilizer brace, and a check for damage 

on the A-frame structure and MLG 

stabilizer brace and repair. 

• Service Bulletin 84–54–19, dated 

April 18, 2013. This service information 

describes procedures for detailed 

inspections of the nacelle A-frame 

structure for insufficient fillet radius, an 

eddy current or fluorescent dye 

penetrant inspection for cracking of 

affected structure, and rework or repair. 

• Service Bulletin 84–54–20, Revision 

C, dated March 5, 2015. This service 

information describes procedures for 

detailed inspections of the nacelle Aframe structure and the MLG stabilizer 

brace for insufficient clearance and 

damage, and repair. This service 

information also describes procedures 

for rework of the nacelle A-frame 

structure, including a measurement of 

the clearance between the A-frame 

structure and MLG stabilizer brace 

assembly, and a fluorescent dye 

penetrant inspection or high frequency 

eddy current inspection for cracking 

and repair, which would end the 

inspections. 

• Service Bulletin 84–54–21, dated 

May 9, 2013. This service information 

describes procedures for rework of the 

LH side and RH side nacelle A-frame 

structure, including a measurement of 

the clearance between the fasteners/Aframe structure and MLG stabilizer 

brace assembly and to make sure no 

fouling condition exists, and repair. 

Goodrich has issued the following 

service information. 


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55356 Federal Register / Vol. 81, No. 161 / Friday, August 19, 2016 / Rules and Regulations 

• Service Bulletin 46400–32–102 R2, 

Revision 2, dated February 17, 2015. 

This service information describes 

procedures for installing new stop 

brackets and new stop shims for all 

MLG stabilizer brace assemblies. 

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 80 

airplanes of U.S. registry. 

We also estimate that it takes up to 50 

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 $8,452 per 

product. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be up to $1,016,160, or 

$12,702 per product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

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): 

2016–16–15 Bombardier, Inc.: Amendment 

39–18613; Docket No. FAA–2015–3986; 

Directorate Identifier 2015–NM–057–AD. 

(a) Effective Date 

This AD is effective September 23, 2016. 

(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 

(S/Ns) 4001 through 4431 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by reports of 

chafing damage due to insufficient clearance 

on the main landing gear (MLG) stabilizer 

brace, the nacelle A-frame structure, and the 

adjacent electrical wiring harnesses. An 

insufficient fillet radius might also exist on 

certain airplanes. We are issuing this AD to 

detect and correct chafing damage and 

subsequent premature cracking and fracture 

of the nacelle A-frame structure, which could 

result in failure of the MLG stabilizer brace 

and loss of the MLG down-lock indication, 

which could adversely affect the safe landing 

of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection, Corrective Actions, and 

Rework 

For airplanes having S/Ns 4001 through 

4055 inclusive: Do the actions required by 

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

(1) Within 600 flight hours or 100 days 

after the effective date of this AD, whichever 

occurs first: Do a detailed inspection of the 

left-hand (LH) side and right-hand (RH) side 

nacelle A-frame structure for insufficient 

fillet radius, in accordance with ‘‘Part A— 

Inspection’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–54–19, dated April 18, 2013. If an 

insufficient fillet radius exists, before further 

flight, do an eddy current or fluorescent dye 

penetrant inspection for cracking, in 

accordance with ‘‘Part A—Inspection’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–19, dated April 18, 

2013. 

(i) If any cracking is found: Before further 

flight, repair using a method approved by the 

Manager, New York Aircraft Certification 

Office (ACO), ANE–170, FAA; or Transport 

Canada Civil Aviation (TCCA); or 

Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). 

(ii) If no cracking is found: Before further 

flight, rework the structure, in accordance 

with ‘‘Part B—Rectification’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–19, dated April 18, 

2013. 

(2) Within 6,000 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs first: Rework the LH side and RH side 

nacelle A-frame structure, including doing a 

measurement of the clearance between the 

fasteners/A-frame structure and MLG 

stabilizer brace assembly and making sure no 

fouling condition exists, in accordance with 

paragraph 3.B., ‘‘Procedure,’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–21, dated May 9, 

2013. If the clearance is found to be less than 

0.100 inch (2.54 millimeters (mm)) between 

the fasteners/A-frame structure and MLG 

stabilizer brace assembly after the rework is 

done, or a fouling condition exists during the 

extension of the MLG after rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(h) Repetitive Inspections and Corrective 

Actions 

For airplanes having S/Ns 4056 through 

4426 inclusive: Within 600 flight hours or 

100 days after the effective date of this AD, 

whichever occurs first, do a detailed 

inspection of the LH side and RH side nacelle 

A-frame structure and upper surface of the 

MLG stabilizer brace for insufficient 

clearance and damage (e.g., cracking), in 

accordance with ‘‘Part A—Inspection’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–54–20, Revision C, dated 

March 5, 2015. If no damage is found and 

clearance is sufficient: Repeat the inspection 

thereafter at intervals not to exceed 600 flight 

hours until the terminating action required 

by paragraph (i) of this AD has been done. 

(1) If a clearance less than 0.100 inch (2.54 

mm) exists between the A-frame structure 


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and the MLG stabilizer brace assembly in the 

retracted position, after the rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(2) If any damage is found: Before further 

flight, repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(i) Terminating Action for Certain Airplanes 

For airplanes having S/Ns 4056 through 

4426 inclusive: Within 6,000 flight hours or 

36 months after the effective date of this AD, 

whichever occurs first, rework the LH side 

and RH side nacelle A-frame structure, 

including doing a measurement of the 

clearance between the A-frame structure and 

MLG stabilizer brace assembly and doing a 

fluorescent dye penetrant inspection or high 

frequency eddy current inspection for 

cracking, in accordance with ‘‘Part B— 

Rework’’ of the Accomplishment Instructions 

of Bombardier Service Bulletin 84–54–20, 

Revision C, dated March 5, 2015. 

Accomplishment of the actions required by 

this paragraph terminates the repetitive 

inspections required by paragraph (h) of this 

AD. 

(1) If a clearance less than 0.100 inch (2.54 

mm) exists between the A-frame structure 

and the MLG stabilizer brace assembly in the 

retracted position, after the rework is done, 

before further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(2) If any cracking is found: Before further 

flight, repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(j) Modification of MLG Stabilizer Brace 

Assembly 

For airplanes having S/Ns 4001 through 

4431 inclusive with a MLG stabilizer brace 

assembly having part number (P/N) 46400–27 

installed: Within 6,000 flight hours or 36 

months after the effective date of this AD, 

whichever occurs first, incorporate 

Bombardier ModSum 4–902416 by installing 

new stop brackets and a new shim on each 

MLG stabilizer brace assembly, in accordance 

with paragraph 3.B., ‘‘Procedure,’’ of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 84–32–112, Revision C, 

dated April 2, 2015; and Goodrich Service 

Bulletin 46400–32–102 R2, Revision 2, dated 

February 17, 2015. 

(k) Rework of the Electrical Wiring 

Harnesses 

For airplanes having S/Ns 4001 through 

4411 inclusive: Within 6,000 flight hours or 

36 months after the effective date of this AD, 

whichever occurs first, rework the LH and 

RH sides of the electrical wiring harnesses in 

the nacelle area adjacent to the A-frame 

structure, including doing the actions 

specified in paragraphs (k)(1) through (k)(4) 

of this AD, in accordance with ‘‘Part B— 

Procedure’’ of the Accomplishment 

Instructions of Bombardier Service Bulletin 

84–32–114, Revision B, dated February 3, 

2015. If any damage is found on the A-frame 

structure or MLG stabilizer brace, before 

further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(1) Doing a detailed inspection of the 

conduit assembly for the conditions specified 

in Bombardier Service Bulletin 84–32–114, 

Revision B, dated February 3, 2015, and, 

before further flight, repairing if any 

condition is found. 

(2) Replacing damaged conduit. 

(3) Measuring the clearance between the 

stabilizer brace and electrical harness on both 

LH and RH nacelles to make sure there is 

0.100 inch (2.54 mm) minimum clearance 

between the MLG stabilizer brace. 

(4) Checking for damage on the A-frame 

structure and MLG stabilizer brace. 

(l) Optional Installations 

(1) Installing specified fasteners on the 

MLG A-frame, in both LH and RH nacelles, 

in accordance with Bombardier ModSum 

IS4Q5450002, Revision B, dated June 22, 

2012, is acceptable for compliance with the 

actions specified in paragraph (g)(2) of this 

AD, provided the actions specified in 

Bombardier ModSum IS4Q5450002 are done 

within the applicable compliance time 

specified in paragraph (g) of this AD, except 

where ModSum IS4Q5450002, Revision B, 

dated June 22, 2012, specifies to contact 

Bombardier for reduced clearances, before 

further flight, repair using a method 

approved by the Manager, New York ACO, 

ANE–170, FAA; or TCCA; or Bombardier, 

Inc.’s TCCA DAO. 

(2) Trimming the horizontal and vertical 

stiffeners on the MLG A-frame in both LH 

and RH nacelles, in accordance with 

Bombardier ModSum IS4Q5450003, Revision 

C, dated November 29, 2012, is acceptable for 

compliance with the actions specified in 

paragraph (i) of this AD, provided the actions 

specified in Bombardier ModSum 

IS4Q5450003 are done within the 

compliance time specified in paragraph (i) of 

this AD, except where ModSum 

IS4Q5450003, Revision C, released November 

29, 2012, specifies to contact Bombardier for 

reduced clearances, before further flight, 

repair using a method approved by the 

Manager, New York ACO, ANE–170, FAA; or 

TCCA; or Bombardier, Inc.’s TCCA DAO. 

(3) Rerouting certain electrical harnesses 

and installing grommets, in accordance with 

Bombardier ModSum IS4Q2400028, Revision 

B, dated December 11, 2012 (for S/Ns 4001 

through 4098 inclusive); or Bombardier 

ModSum IS4Q2400029, Revision A, dated 

July 6, 2012 (for S/Ns 4090 through 4411 

inclusive); is acceptable for compliance with 

the actions specified in paragraph (k) of this 

AD, provided the actions specified in the 

applicable modsum are done within the 

compliance time specified in paragraph (k) of 

this AD, except where Bombardier ModSum 

IS4Q2400028, Revision B, dated December 

11, 2012; and Bombardier ModSum 

IS4Q2400029, Revision A, dated July 6, 2012; 

specify to contact Bombardier to report 

stabilizer brace or structural damaged 

findings, before further flight, repair using a 

method approved by the Manager, New York 

ACO, ANE–170, FAA; or TCCA; or 

Bombardier, Inc.’s TCCA DAO. 

(m) Credit for Previous Actions 

(1) This paragraph provides credit for 

actions required by paragraph (i) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(m)(1)(i), (m)(1)(ii), or (m)(1)(iii) of this AD. 

This service information is not incorporated 

by reference in this AD. 

(i) Bombardier Service Bulletin 84–54–20, 

dated April 25, 2013. 

(ii) Bombardier Service Bulletin 84–54–20, 

Revision A, dated April 9, 2014. 

(iii) Bombardier Service Bulletin 84–54–20, 

Revision B, dated October 2, 2014. 

(2) This paragraph provides credit for 

actions required by paragraph (j) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(m)(2)(i), (m)(2)(ii), (m)(2)(iii), or (m)(2)(iv) of 

this AD. This service information is not 

incorporated by reference in this AD. 

(i) Bombardier Service Bulletin 84–32–112, 

dated December 20, 2012. 

(ii) Bombardier Service Bulletin 84–32– 

112, Revision A, dated April 16, 2014. 

(iii) Bombardier Service Bulletin 84–32– 

112, Revision B, dated September 12, 2014. 

(iv) Goodrich Service Bulletin 46400–32– 

102 R1, Revision 1, dated June 24, 2013. 

(3) This paragraph provides credit for 

actions required by paragraph (k) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information specified in paragraph 

(m)(3)(i) or (m)(3)(ii) of this AD. This service 

information is not incorporated by reference 

in this AD. 

(i) Bombardier Service Bulletin 84–32–114, 

dated June 6, 2013. 

(ii) Bombardier Service Bulletin 84–32– 

114, Revision A, dated September 18, 2013. 

(n) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York ACO, 

ANE–170, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the ACO, send it to ATTN: Program 

Manager, Continuing Operational Safety, 

FAA, New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; telephone 

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

using any approved AMOC, notify your 

appropriate principal inspector, or lacking a 

principal inspector, the manager of the local 

flight standards district office/certificate 

holding district office. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, New York ACO, ANE–170, 

FAA; or TCCA; or Bombardier, Inc.’s TCCA 

DAO. If approved by the DAO, the approval 

must include the DAO-authorized signature. 


jstallworth on DSK7TPTVN1PROD with RULES
55358 Federal Register / Vol. 81, No. 161 / Friday, August 19, 2016 / Rules and Regulations 

(o) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2014–45, dated 

December 23, 2014, for related information. 

This MCAI may be found in the AD docket 

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

by searching for and locating Docket No. 

FAA–2015–3986. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (p)(3), (p)(4), and (p)(5) of this 

AD. 

(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 this AD specifies otherwise. 

(i) Bombardier ModSum IS4Q2400028, 

Revision B, dated December 11, 2012. (This 

document has 33 pages; the first page of the 

modsum indicates that there are 32 pages.) 

(ii) Bombardier ModSum IS4Q2400029, 

Revision A, dated July 6, 2012. 

(iii) Bombardier ModSum IS4Q5450002, 

Revision B, dated June 22, 2012. 

(iv) Bombardier ModSum IS4Q5450003, 

Revision C, dated November 29, 2012. 

(v) Bombardier Service Bulletin 84–32– 

112, Revision C, dated April 2, 2015. 

(vi) Bombardier Service Bulletin 84–32– 

114, Revision B, dated February 3, 2015. 

(vii) Bombardier Service Bulletin 84–54– 

19, dated April 18, 2013. 

(viii) Bombardier Service Bulletin 84–54– 

20, Revision C, dated March 5, 2015. 

(ix) Bombardier Service Bulletin 84–54–21, 

dated May 9, 2013. 

(x) Goodrich Service Bulletin 46400–32– 

102 R2, Revision 2, dated February 17, 2015. 

(3) For Bombardier service information 

identified in this AD, contact Bombardier, 

Inc., Q-Series Technical Help Desk, 123 

Garratt Boulevard, Toronto, Ontario M3K 

1Y5, Canada; telephone 416–375–4000; fax 

416–375–4539; email 

thd.qseries@aero.bombardier.com; Internet 

http://www.bombardier.com. 

(4) For Goodrich service information 

identified in this AD, contact Goodrich 

Corporation, Landing Gear, 1400 South 

Service Road, West Oakville, ON, Canada 

L6L 5Y7; phone: 905–825–1568; email: 

jean.breed@goodrich.com; Internet: http:// 

www.goodrich.com/TechPubs. 

(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 August 

4, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–19480 Filed 8–18–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–4226; Directorate 

Identifier 2015–NM–095–AD; Amendment 

39–18616; AD 2016–17–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2003–25– 

07 for certain Airbus Model A319 and 

A320 series airplanes, and AD 2005–13– 

39 for certain Airbus Model A321 series 

airplanes. AD 2003–25–07 required a 

revision to the airplane flight manual 

(AFM) and replacement of both elevator 

aileron computers (ELACs) having L80 

standards with new ELACs having L81 

standards. AD 2005–13–39 required a 

revision to the AFM, replacement of 

existing ELACs with ELACs having L83 

or L91 standards, as applicable; and a 

concurrent action. Since we issued AD 

2003–25–07 and AD 2005–13–39, we 

have determined that new ELAC 

standards must be incorporated. The 

ELAC standards have been upgraded to 

version L97+, which implements 

enhanced angle-of-attack (AOA) 

monitoring to better detect AOA 

blockage, including multiple AOA 

blockages. This AD requires replacing 

existing ELACs with new ELACs having 

L97+ standards or revising the software 

in an existing ELAC to the L97+ 

standards, as applicable, which 

terminates the requirements of AD 

2003–25–07 and AD 2005–13–39. This 

AD also expands the applicability to 

include all Airbus Model A318, A319, 

A320, and A321 series airplanes. We are 

issuing this AD to prevent inadvertent 

activation of the AOA protections. 

Inadvertent activation of the AOA 

protections could result in a continuous 

nose-down pitch rate that could result 

in reduced controllability of the 

airplane. 

DATES: This AD is effective September 

23, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 23, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 9, 2005 (70 FR 38580, July 

5, 2005). 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 22, 2004 (68 FR 

70431, December 18, 2003). 

ADDRESSES: For service information 

identified in this final rule, contact 

Airbus, Airworthiness Office—EIAS, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; telephone +33 5 

61 93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

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

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

4226. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

4226; 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 address for the 

Docket Office (telephone 800–647–5527) 

is 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 20590. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1405; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2003–25–07, 

Amendment 39–13390 (68 FR 70431, 

December 18, 2003) (‘‘AD 2003–25– 

07’’); and AD 2005–13–39, Amendment 


jstallworth on DSK7TPTVN1PROD with RULES