Federal Register / Vol. 82, No. 181 / Wednesday, September 20, 2017 / Rules and Regulations 43829 

conditions or 5 minutes each under 

AEO conditions in any one flight, for a 

maximum accumulated usage of 20 

minutes in any one flight. Each flight 

where the ‘‘Rated TOTHAT’’ is used 

must be followed by mandatory 

inspection and maintenance actions.’’ 

(iii) As required by § 33.5(b), 

Operating instructions, include a note 

stating that ‘‘the engine thrust control 

system automatically resets the thrust 

on the operating engine to the ‘‘Rated 

TOTHAT’’ level when one engine fails 

during takeoff at specified altitudes and 

temperatures, and the ‘‘Rated TOTHAT’’ 

is available by manual selection when 

all engines are operational during 

takeoff at specified altitudes and 

temperatures.’’ 

(d) Section 33.28, Engine Control 

Systems. 

The engine must incorporate a means, 

or a provision for a means, for automatic 

availability and automatic control of the 

‘‘Rated TOTHAT’’ under OEI conditions 

and must permit manual activation of 

the ‘‘Rated TOTHAT’’ under AEO 

conditions. 

(e) Section 33.29, Instrument 

connection. 

The engine must: 

(1) Have means, or provisions for 

means, to alert the pilot when the 

‘‘Rated TOTHAT’’ is in use, when the 

event begins and when the time interval 

expires. 

(2) Have means, or provision for 

means, which cannot be reset in flight, 

to: 

(i) Automatically record each use and 

duration of the ‘‘Rated TOTHAT’’, and 

(ii) Alert maintenance personnel that 

the engine has been operated at the 

‘‘Rated TOTHAT’’ and permit retrieval 

of recorded data. 

(3) Have means, or provision for 

means, to enable routine verification of 

the proper operation of the means in 

paragraph 2(e)(1) and (e)(2) of these 

special conditions. 

(f) Section 33.85(b), Calibration tests. 

The applicant must base the 

calibration test on the thrust check at 

the end of the endurance test required 

by § 33.87 of these special conditions. 

(g) Section 33.87, Endurance test. 

(1) In addition to the applicable 

requirements of § 33.87(a): 

(i) The § 33.87 endurance test must be 

modified as follows: 

(A) Modify the 30 minute test cycle at 

the rated takeoff thrust in 

§ 33.87(b)(2)(ii) to run one minute at 

rated takeoff thrust, followed by five 

minutes at the ‘‘Rated TOTHAT’’, 

followed by the rated takeoff thrust for 

the remaining twenty-four minutes. 

(B) The modified 30 minute period 

described above in paragraph 

2(g)(1)(i)(A) must be repeated ten times 

in cycles 16 through 25 of the § 33.87 

endurance test. 

(2) After completion of the tests 

required by § 33.87(b), as modified in 

paragraph 2(g)(1)(i) above, and without 

intervening disassembly, except as 

needed to replace those parts described 

as consumables in the ICA, the 

applicant must conduct the following 

test sequence for a total time of not less 

than 120 minutes: 

(i) Ten minutes at ‘‘Rated TOTHAT’’. 

(ii) Eighty-eight minutes at rated 

maximum continuous thrust. 

(iii) One minute at 50 percent of rated 

takeoff thrust. 

(iv) Ten minutes at ‘‘Rated TOTHAT’’. 

(v) Ten minutes at rated maximum 

continuous thrust. 

(vi) One minute at flight idle. 

(3) The test sequence of §§ 33.87(b)(1) 

through (b)(6) of these special 

conditions must be run continuously. If 

a stop occurs during these tests, the 

interrupted sequence must be repeated 

unless the applicant shows that the 

severity of the test would not be 

reduced if the current tests were 

continued. 

(4) Where the engine characteristics 

are such that acceleration to the ‘‘Rated 

TOTHAT’’ results in a transient over 

temperature in excess of the steady-state 

temperature limit identified in 

paragraph 2(c)(1)(iii) of these special 

conditions, the transient gas over 

temperature must be applied to each 

acceleration to the ‘‘Rated TOTHAT’’ of 

the test sequence in paragraph 2(g)(2) of 

these special conditions. 

(h) Section 33.93, Teardown 

inspection. 

The applicant must perform the 

teardown inspection required by 

§ 33.93(a), after completing the 

endurance test prescribed by § 33.87 of 

these special conditions. 

(i) Section 33.201, Design and test 

requirements for Early ETOPS 

eligibility. 

In addition to the requirements of 

§ 33.201(c)(1), the simulated ETOPS 

mission cyclic endurance test must 

include two cycles of 10 minute 

duration, each at the ‘‘Rated TOTHAT’’; 

one before the last diversion cycle and 

one at the end of the ETOPS test. 

Issued in Burlington, Massachusetts on 

August 23, 2017. 

Karen M. Grant 

Acting Manager, Engine and Propeller 

Standards Branch, Aircraft Certification 

Service. 

[FR Doc. 2017–19952 Filed 9–19–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0334; Product 

Identifier 2017–NM–008–AD; Amendment 

39–19039; AD 2017–19–09] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc., Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2014–25– 

01, which applied to certain 

Bombardier, Inc., Model DHC–8–400 

series airplanes. AD 2014–25–01 

required modifying the nose landing 

gear (NLG) trailing arm and installing a 

new pivot pin retention mechanism. 

This AD instead requires modifying the 

NLG shock strut assembly. This AD was 

prompted by reports of discrepancies of 

a certain bolt at the pivot pin link, 

resulting in corrosion of the bolt. We are 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective October 24, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of October 24, 2017. 

ADDRESSES: For 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. You may view 

this referenced service information at 

the FAA, Transport Standards Branch, 

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–2017–0334. 

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–2017– 

0334; 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 


sradovich on DSKBBY8HB2PROD with RULES
43830 Federal Register / Vol. 82, No. 181 / Wednesday, September 20, 2017 / Rules and Regulations 

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: 

Fabio Buttitta, Aerospace Engineer, 

Airframe and Mechanical Systems 

Section, FAA, New York ACO Branch, 

1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; telephone 516– 

228–7303; fax 516–794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2014–25–01, 

Amendment 39–18042 (79 FR 73808, 

December 12, 2014) (‘‘AD 2014–25– 

01’’). AD 2014–25–01 applied to certain 

Bombardier, Inc., Model DHC–8–400 

series airplanes. The NPRM published 

in the Federal Register on May 9, 2017 

(82 FR 21484). The NPRM was 

prompted by reports of discrepancies of 

a certain bolt at the pivot pin link, 

resulting in corrosion of the bolt. The 

NPRM proposed to require modifying 

the NLG shock strut assembly. We are 

issuing this AD to prevent failure of the 

pivot pin retention bolt, which could 

result in a loss of directional control or 

loss of an NLG tire during takeoff or 

landing. 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2009–29R2, 

dated December 21, 2016 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Bombardier, Inc., Model 

DHC–8–400 series airplanes. The MCAI 

states: 

Two in-service incidents have been 

reported on DHC–8 Series 400 aircraft in 

which the nose landing gear (NLG) trailing 

arm pivot pin retention bolt (part number 

NAS6204–13D) was damaged. One incident 

involved the left hand NLG tire which 

ruptured on take-off. Investigation 

determined that the retention bolt failure was 

due to repeated contact of the castellated nut 

with the towing device including both the 

towbar and the towbarless rigs. The loss of 

the retention bolt allowed the pivot pin to 

migrate from its normal position and resulted 

in contact with and rupture of the tire. The 

loss of the pivot pin could compromise 

retention of the trailing arm and could result 

in a loss of directional control due to loss of 

nose wheel steering. The loss of an NLG tire 

or the loss of directional control could 

adversely affect the aircraft during take-off or 

landing. 

To prevent the potential failure of the pivot 

pin retention bolt, Bombardier Aerospace has 

developed a modification which includes a 

new retention bolt, a reverse orientation of 

the retention bolt and a rework of the weight 

on wheel (WOW) proximity sensor cover to 

provide clearance for the re-oriented 

retention bolt. 

Since the original issue of this [Canadian] 

AD [which corresponds to AD 2010–13–04, 

Amendment 39–16335 (75 FR 35622, June 

23, 2010)], there have been several reports of 

pivot pin retention bolts found missing or 

damaged. Additional investigation 

determined that the failures were caused by 

high contact stresses on the retention bolt 

due to excessive frictional torque on the 

pivot pin and an adverse tolerance condition 

at the retention bolt. 

Revision 1 of this [Canadian] AD mandated 

the installation of a new pivot pin retention 

mechanism. 

Since the issuance of Revision 1 of this 

[Canadian] AD, there have been reports of 

chrome peeling on special bolt part number 

47205–1 at the pivot pin link resulting in 

corrosion of the bolt substrate layer. 

Revision 2 of this [Canadian] AD mandates 

the installation of new special bolt part 

number 47205–3 with additional processing 

for increased chrome plating adhesion on 

aeroplanes equipped with nose landing gear 

shock strut assembly part number 47100–19 

or any assembly with Bombardier (BA) 

Service Bulletin (SB) 84–32–110 

incorporated. In addition, Revision 2 of this 

[Canadian] AD mandates the installation of a 

new pivot pin retention mechanism that 

includes new special bolt part number 

47205–3 on aeroplanes equipped with nose 

landing gear shock strut assembly part 

number 47100–9, 47100–11, 47100–13, 

47100–15, or 47100–17 without BA SB 84– 

32–110 incorporated. The corrective actions 

of Revision 2 of this [Canadian] AD cancel 

and replace the corrective actions of Revision 

1 of this [Canadian] AD. 

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–2017– 

0334. 

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. 

Support for the NPRM 

The Air Line Pilots Association, 

International concurred with the intent 

of the NPRM. 

Request To Exclude Setup and Closeout 

Sections 

Horizon Air asked that we revise 

paragraph (g) of the proposed AD to 

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

Out’’ sections of Bombardier Service 

Bulletin 84–32–145, Revision A, dated 

October 18, 2016. Horizon Air stated 

that incorporating those sections as a 

requirement of the AD restricts an 

operator’s ability to perform other 

maintenance in conjunction with 

incorporation of the referenced service 

information. 

We agree with the commenter’s 

request for the reason provided. We 

have revised paragraph (g) of this AD to 

require accomplishment of only 

paragraph 3.B., ‘‘Procedure’’ of the 

Accomplishment Instructions of 

Bombardier Service Bulletin 84–32–145, 

Revision A, dated October 18, 2016. 

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 change 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, Inc., has issued 

Bombardier Service Bulletin 84–32–145, 

Revision A, dated October 18, 2016. The 

service information describes 

procedures for modifying the NLG 

shock strut assembly by installing a 

new, improved pivot pin retention 

mechanism and a new retention bolt. 

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 52 

airplanes of U.S. registry. 

We also estimate that it takes about 2 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will cost about $0 per 

product. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be $8,840, or $170 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, 


sradovich on DSKBBY8HB2PROD with RULES
Federal Register / Vol. 82, No. 181 / Wednesday, September 20, 2017 / Rules and Regulations 43831 

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. 

This AD is issued in accordance with 

authority delegated by the Executive 

Director, Aircraft Certification Service, 

as authorized by FAA Order 8000.51C. 

In accordance with that order, issuance 

of ADs is normally a function of the 

Compliance and Airworthiness 

Division, but during this transition 

period, the Executive Director has 

delegated the authority to issue ADs 

applicable to transport category 

airplanes to the Director of the System 

Oversight Division. 

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 

removing Airworthiness Directive (AD) 

2014–25–01, Amendment 39–18042 (79 

FR 73808, December 12, 2014), and 

adding the following new AD: 

2017–19–09 Bombardier, Inc.: Amendment 

39–19039; Docket No. FAA–2017–0334; 

Product Identifier 2017–NM–008–AD. 

(a) Effective Date 

This AD is effective October 25, 2017. 

(b) Affected ADs 

This AD replaces AD 2014–25–01, 

Amendment 39–18042 (79 FR 73808, 

December 12, 2014). 

(c) Applicability 

This AD applies to Bombardier, Inc., 

Model DHC–8–400, –401, and –402 

airplanes, certificated in any category, serial 

numbers 4001, 4003 through 4533 inclusive, 

and 4535, equipped with any nose landing 

gear (NLG) shock strut assembly having part 

number 47100–9, 47100–11, 47100–13, 

47100–15, 47100–17, or 47100–19. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by reports of 

discrepancies of a certain bolt at the pivot 

pin link, resulting in corrosion of the bolt. 

We are issuing this AD to prevent failure of 

the pivot pin retention bolt, which could 

result in a loss of directional control or loss 

of an NLG tire during takeoff or landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Installation of Improved Pivot Pin 

Retention Mechanism and Bolt 

Within 6,000 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs first: Install a new pivot pin retention 

mechanism to the NLG shock strut assembly, 

and replace the existing pivot pin retention 

bolt with a new bolt, in accordance with 

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

Accomplishment Instructions of Bombardier 

Service Bulletin 84–32–145, Revision A, 

dated October 18, 2016. 

(h) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Bombardier Service 

Bulletin 84–32–145, dated July 26, 2016. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York ACO 

Branch, 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 certification office, 

send it to ATTN: Program Manager, 

Continuing Operational Safety, FAA, New 

York ACO Branch, 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: As of the 

effective date of this AD, for any requirement 

in this AD to obtain corrective actions from 

a manufacturer, the action must be 

accomplished using a method approved by 

the Manager, New York ACO Branch, FAA; 

or Transport Canada Civil Aviation (TCCA); 

or Bombardier, Inc.’s TCCA Design Approval 

Organization (DAO). If approved by the DAO, 

the approval must include the DAOauthorized signature. 

(j) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2009–29R2, 

dated December 21, 2016, 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–2017–0334. 

(2) For more information about this AD, 

contact Fabio Buttitta, Aerospace Engineer, 

Airframe and Mechanical Systems Section, 

FAA, New York ACO Branch, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 11590; 

telephone 516–228–7303; fax 516–794–5531. 

(3) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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

(k) 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 Service Bulletin 84–32–145, 

Revision A, dated October 18, 2016. 

(ii) Reserved. 

(3) 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. 

(4) You may view this service information 

at the FAA, Transport Standards Branch, 


sradovich on DSKBBY8HB2PROD with RULES
43832 Federal Register / Vol. 82, No. 181 / Wednesday, September 20, 2017 / Rules and Regulations 

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 

September 7, 2017. 

Jeffrey E. Duven, 

Director, System Oversight Division, Aircraft 

Certification Service. 

[FR Doc. 2017–19660 Filed 9–19–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0555; Product 

Identifier 2016–NM–183–AD; Amendment 

39–19037; AD 2017–19–07] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Defense and Space S.A. (Formerly 

Known as Construcciones 

Aeronauticas, S.A.) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2013–02– 

12, which applied to all EADS CASA 

(now Airbus Defense and Space S.A.) 

Model CN–235, CN–235–100, CN–235– 

200, and CN–235–300 airplanes. AD 

2013–02–12 required a one-time 

inspection to identify the correct 

polarity for each pair of electrical 

connectors on each engine fire 

extinguisher cartridge, and repair if 

necessary. This AD continues to require 

identifying the correct polarity of each 

pair of electrical connectors of the 

affected engine fire extinguisher 

cartridge, and doing a repair if 

necessary. This AD also requires 

modifying the installation of the fire 

extinguisher circuit harnesses. This AD 

was prompted by reports of incorrect 

electrical polarity connections on 

engine fire extinguishing discharge 

cartridges. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective October 25, 

2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 25, 2017. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of March 8, 2013 (78 FR 

7262, February 1, 2013). 

ADDRESSES: For service information 

identified in this final rule, contact 

Airbus Defense and Space Services/ 

Engineering Support, Avenida de 

Arago ́n 404, 28022 Madrid, Spain; 

telephone +34 91 585 55 84; fax +34 91 

585 31 27; email 

MTA.TechnicalService@airbus.com. 

You may view this referenced service 

information at the FAA, Transport 

Standards Branch, 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–2017– 

0555. 

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–2017– 

0555; 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: 

Shahram Daneshmandi, Aerospace 

Engineer, International Section, 

Transport Standards Branch, FAA, 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; telephone 425–227–1112; fax 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2013–02–12, 

Amendment 39–17333 (78 FR 7262, 

February 1, 2013) (‘‘AD 2013–02–12’’). 

AD 2013–02–12 applied to all EADS 

CASA (now Airbus Defense and Space 

S.A.) Model CN–235, CN–235–100, CN– 

235–200, and CN–235–300 airplanes. 

The NPRM published in the Federal 

Register on June 16, 2017 (82 FR 27631). 

The NPRM was prompted by reports of 

incorrect electrical polarity connections 

on engine fire extinguishing discharge 

cartridges. The NPRM proposed to 

continue to require identifying the 

correct polarity of each pair of electrical 

connectors of the affected engine fire 

extinguisher cartridge, and doing a 

repair if necessary. The NPRM also 

proposed to require modifying the 

installation of the fire extinguisher 

circuit harnesses. We are issuing this 

AD to detect and correct incorrect 

polarity connections, which could 

prevent the actuation of the discharge 

cartridge in case of automatic fire 

detection or manual initiation during a 

potential engine fire, and could result in 

damage to the airplane and injury to 

passengers. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2016–0201, 

dated October 11, 2016 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for all Airbus Defense and Space S.A. 

Model CN–235, CN–235–100, CN–235– 

200, and CN–235–300 airplanes. The 

MCAI states: 

Reports have been received of finding 

wrong electrical polarity connections of 

engine fire extinguishing discharge cartridges 

on CASA CN–235 aeroplanes. The results of 

the subsequent investigation showed that the 

incorrect discharge cartridge assembly was 

caused by production line errors. 

This condition, if not detected and 

corrected, could prevent the actuation of the 

discharge cartridge in case of automatic fire 

detection or manual initiation in case of 

engine fire, possibly resulting in damage to 

the aeroplane and injury to occupants. 

To address this potentially unsafe 

condition, EADS CASA (Airbus Military) 

developed instructions to identify erroneous 

wiring polarity installation and EASA issued 

AD 2012–0045 [which correlates to FAA AD 

2013–02–12, Amendment 39–17333 (78 FR 

7262, February 1, 2013)] to require a one-time 

inspection to verify proper electrical polarity 

of wiring of each engine fire extinguisher 

discharge cartridge and, depending on 

findings, corrective action. 

Since [EASA] AD 2012–0045 was issued, 

Airbus Defence and Space (D&S) developed 

modification of the installation of the fire 

extinguisher circuit harnesses, available for 

in-service installation through Service 

Bulletin (SB) SB–235–26–0005, which 

represents technical solution for an unsafe 

condition addressed by [EASA] AD 2012– 

0045 for those aeroplanes. Embodiment of 

this modification introduces a design 

solution that avoids maintenance errors 

during (re)connecting of the affected fire 

extinguisher circuit harnesses after 

accomplishment of maintenance tasks or 

functional tests. 

For the reasons described above, this 

[EASA] AD retains the requirements of EASA 

AD 2012–0045, which is superseded and 


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