Document ID: FAA-2021-0201-0006
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Airbus Canada Limited Partnership (Type Certificate Previously Held by C Series Aircraft Limited Partnership (CSALP); Bombardier, Inc.) Airplanes
Posted Date: 2021-11-24T05:00Z

[Federal Register Volume 86, Number 224 (Wednesday, November 24, 2021)]
[Rules and Regulations]
[Pages 66940-66945]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-25532]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0201; Project Identifier MCAI-2020-01346-T; 
Amendment 39-21790; AD 2021-22-17]
RIN 2120-AA64

Airworthiness Directives; Airbus Canada Limited Partnership (Type 
Certificate Previously Held by C Series Aircraft Limited Partnership 
(CSALP); Bombardier, Inc.) Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 
airplanes. This AD was prompted by a report of cracking in certain 
components on left and right sides of the aft wing-to-body fairing 
(WTBF) structure near the tie-rod attachment at a certain fuselage 
station; this cracking likely resulted from excessive tie-rod preload. 
This AD requires inspecting the aft WTBF structure for any cracking or 
damage, adjusting the load on the two tie-rods at a certain fuselage 
station, and repair if necessary, as specified in two Transport Canada 
Civil Aviation (TCCA) ADs, which are incorporated by reference. The FAA 
is issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective December 29, 2021.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of December 29, 
2021.

ADDRESSES: For TCCA material incorporated by reference (IBR) in this 
AD, contact the TCCA, Transport Canada National Aircraft Certification, 
159 Cleopatra Drive, Nepean, Ontario K1A 0N5, Canada; telephone 888-
663-3639; email [email protected]; internet https://tc.canada.ca/en/aviation. You

[[Page 66941]]

may view this material at the FAA, Airworthiness Products Section, 
Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For 
information on the availability of this material at the FAA, call 206-
231-3195. It is also available in the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA-2021-
0201.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2021-0201; or in person at 
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The AD docket contains this final rule, the 
two TCCA ADs, any comments received, and other information. The address 
for Docket Operations is 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: Antariksh Shetty, Aerospace Engineer, 
Airframe and Propulsion Section, FAA, New York ACO Branch, 1600 Stewart 
Avenue, Suite 410, Westbury, NY 11590; telephone 516-228-7300; fax 516-
794-5531; email [email protected].

SUPPLEMENTARY INFORMATION:

Background

    The TCCA, which is the aviation authority for Canada, has issued 
TCCA AD CF-2020-32, dated September 25, 2020 (TCCA AD CF-2020-32), to 
correct an unsafe condition for all Airbus Canada Limited Partnership 
Model BD-500-1A10 and BD-500-1A11 airplanes.
    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to all Airbus Canada 
Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The 
NPRM published in the Federal Register on April 1, 2021 (86 FR 17087). 
The NPRM was prompted by a report of cracking in certain components on 
left and right sides of the aft WTBF structure near the tie-rod 
attachment at a certain fuselage station; this cracking likely resulted 
from excessive tie-rod preload. The NPRM proposed to require inspecting 
the aft WTBF structure for any cracking or damage, adjusting the load 
on the two tie-rods at a certain fuselage station, and repair if 
necessary, as specified in TCCA AD CF-2020-32.
    Since the NPRM was issued, the TCCA has issued TCCA AD CF-2020-
32R1, dated April 23, 2021 (TCCA AD CF-2020-32R1), which provides 
extended compliance times for airplanes on which a certain WTBF 
reinforcement modification has been accomplished. The applicability of 
TCCA AD CF-2020-32R1 is the same as in TCCA AD CF-2020-32; therefore, 
there is no change to the applicability of this AD. In addition, TCCA 
AD CF-2020-32R1 does not add any new requirements; the change to the 
compliance time is relieving. Operators can address the unsafe 
condition identified in this AD by accomplishing the actions specified 
in either TCCA AD CF-2020-32 or TCCA AD CF-2020-32R1.
    The FAA is issuing this AD to address such cracking, which could 
lead to loss of aft WTBF integrity and result in damage due to parts 
departing the airplane, loss of the radio altimeter, and effects on 
airplane stability and performance. See TCCA ADs CF-2020-32 and CF-
2020-32R1 for additional background information.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from two commenters, including Airbus 
Canada Limited Partnership (Airbus Canada) and Delta Air Lines (DAL). 
Additionally, on July 20, 2021, the FAA, Airbus Canada, and DAL had a 
meeting to clarify some of DAL's comments. A record of that meeting can 
be found in the docket for this final rule. The following presents the 
comments received on the NPRM and the FAA's response to each comment.

Request for Clarification of ``approved'' as Used in ``later-approved 
revision''

    Airbus Canada requested clarification on the use of ``approved'' in 
``later-approved revision'' stated in paragraph (h)(5) of the proposed 
AD. Airbus Canada pointed out that the referenced document is not an 
approved document and is not listed on the TCCA or FAA type certificate 
data sheet as an approved publication. Airbus Canada stated that it 
found that the phrase seemed to imply authority involvement in 
approving that document, but TCCA's involvement, per Canadian 
regulations, is to find whether implementation of that document is 
appropriate and sufficient to rectify an unsafe condition.
    DAL stated that including ``approved'' in the phrase ``or later 
approved revisions'' changes the definition of ``applicable [aircraft 
maintenance publication] AMP [data module] DM'' as provided in the TCCA 
AD CF-2020-32. DAL stated that the aircraft maintenance publication is 
an FAA-accepted document, not an FAA-approved document. DAL requested 
that if the FAA retains ``or later approved revision,'' that the FAA 
then provide its approval of Issue 006 of the document in the final 
rue. DAL also stated that if Airbus Canada revises the document, 
operators are not generally aware of corresponding changes to data 
modules, and operators would not be able to use the later revision 
without FAA approval and would not be able to do the inspection.
    The FAA agrees to clarify. The FAA does not have jurisdiction over 
TCCA regulatory requirements. However, U.S. operators must follow FAA 
requirements and regulations for compliance with FAA ADs. For the 
purposes of this AD, Airbus Canada Limited Partnership AMP DM BD500-A-
J53-82-55-04AAA-720A-A (Aft fairing strut, Wing To Body Fairing 
(WTBF)--Install procedure) Issue 006, dated June 26, 2020, is the 
approved version specified in TCCA AD CF-2020-32 and TCCA AD CF-2020-
32R1. Operators must have approval to use later revisions of referenced 
documents. If the phrase ``or later revision'' is not modified, 
operators could comply with a document containing changes that have not 
been reviewed and approved by TCCA, the FAA, or the design approval 
organization (DAO) for Airbus Canada to mitigate the unsafe condition. 
The FAA has revised paragraph (h)(6) of this AD to specify that later 
revisions must be approved by the Manager, New York ACO Branch, FAA; or 
TCCA; or Airbus Canada's TCCA Design Approval Organization (DAO). If 
approved by the DAO, the approval must include the DAO-authorized 
signature.

Request To Incorporate Revised TCCA AD Into Final Rule

    DAL stated that TCCA has released a Revision 01 to the TCCA AD CF-
2020-32, which specifies revised compliance times and references 
revised service information that contains information for airplanes 
delivered with a new configuration. DAL requested that the proposed AD 
be revised to incorporate the later revision instead of the original 
TCCA AD CF-2020-32.
    The FAA agrees to reference the later revision as an optional 
method of compliance. TCCA has issued TCCA AD CF-2020-32R1, which 
extends the repetitive inspection intervals for airplanes on which the 
modification to strengthen the support structure of the aft WTBF has 
been accomplished. The FAA has revised paragraphs (g), and (h)(1) 
through (7) of this AD to reference TCCA AD CF-2020-32R1 and has

[[Page 66942]]

added and re-designated lower level paragraphs in paragraph (h) of this 
AD.

Request To Revise Cost Estimate

    DAL requested that the FAA revise the cost estimate to increase the 
number of airplanes estimated to be affected by the AD requirements. 
DAL pointed out that the applicability statement in paragraph (c) of 
the proposed AD identified all Model BD-500-1A10 and BD-500-1A11 
airplanes as being affected by the proposed requirements. DAL stated 
that it has 48 of these airplanes and is aware of another operator 
taking delivery of these airplanes, which is more than the 11 airplanes 
estimated in the Cost of Compliance section of the NPRM.
    The FAA agrees to revise the Cost of Compliance section to increase 
the number of airplanes estimated to be affected by the requirements of 
this AD. As of September 15, 2021, the database that was used to 
provide the estimate for the NPRM shows 54 U.S.-registered airplanes 
that could be affected by this AD, which supports DAL's request. The 
FAA has revised the cost estimate accordingly.

Request To Revise AD To Accommodate Operator Produced Part With 
Improved Design

    DAL requested an exception be added to paragraph (h) of the AD to 
allow DAL to use Airbus Canada service information for inspection 
instructions. DAL stated that, given that many of their airplanes have 
had longeron repairs or replacements after delivery with components 
designed and made under an owner-operator produced parts (OOPP) 
process, it would not be able to comply with the inspections due to a 
statement in the service information that excludes use of the service 
information on airplanes that do not have systems and parts that were 
installed at delivery or as changed by a service bulletin. DAL stated 
that until Airbus Canada develops a WTBF configuration that does not 
crack, it concurs with the inspection requirement and wants to be able 
to use the inspection instructions to comply with the proposed AD.
    The FAA disagrees. If an operator or owner is unable to comply with 
requirements due to an airplane configuration that does not conform to 
the configurations addressed by service information, operators or 
owners must request an alternative method of compliance (AMOC) as 
specified in paragraph (i)(1) of this AD. AMOC requests should include 
sufficient data to show that the proposed alternate solution is 
complete and addresses the unsafe condition. The FAA also does not 
consider it appropriate to include various provisions or exceptions in 
an AD applicable only to a single operator's unique circumstances. The 
FAA has not changed this AD in this regard.

Request To Provide Alternative Repair Instructions for Non-Standard 
Configurations

    DAL stated that it has installed longerons that it designed and 
manufactured under its OOPP program, and is concerned about not being 
able to acquire repair instructions as instructed in the event that 
those certain longerons are found to be cracked. DAL has stated that 
Airbus Canada would not be able to provide support for OOPP. DAL 
pointed out that paragraph (i)(2) of the proposed AD states that for 
any requirement to obtain instructions from a manufacturer, that it 
should use a method approved by the Manager, New York ACO Branch, FAA; 
or TCCA; or Airbus Canada's TCCA Design Approval Organization (DAO). 
DAL proposed that the proposed AD be revised to add an exception that 
states that replacement of damaged structural elements would be 
acceptable in lieu of a repair.
    The FAA disagrees with the request. Paragraph (i)(2) provides for 
receiving instructions from the Manager, New York ACO Branch, FAA, or 
TCCA in lieu of instructions from Airbus Canada's DAO if the DAO cannot 
provide repair instructions. Also, paragraph (i)(1) of this AD provides 
procedures to request an AMOC to the methods required to be used in 
this AD. AMOCs are issued after an AD has been issued and sufficient 
data has been provided to show that the proposed alternate solution is 
complete and addresses the unsafe condition. The FAA also does not 
consider it appropriate to include various provisions or exceptions in 
an AD applicable only to a single operator's unique circumstances. The 
FAA has not changed this AD in this regard.

Request To Revise Inspection Report Requirement

    DAL noted that paragraph (h)(6) of the proposed AD specified 
reporting requirements. DAL perceived reporting requirements as a tool 
to be used mostly to support efforts to understand statistical 
probabilities of failure. DAL then considered that reporting findings 
in situations where the airplane configuration deviates from the 
configuration that the manufacturer is analyzing is possibly disruptive 
to prediction models, and suggested revising the AD to exempt operators 
from reporting in cases where the affected parts have been previously 
repaired or replaced, particularly if it is a non-conforming 
configuration.
    The FAA does not agree to add an exemption for airplanes on which 
an affected part has been repaired or replaced, even if it is not in a 
configuration that conforms to a manufacturer's configuration. Reasons 
to have a reporting requirement can extend beyond statistical analysis 
for fatigue or aging of a part, and information from non-conforming 
configurations can be beneficial in determining a corrective action. 
The FAA has not changed this AD regarding this issue.
    DAL also requested that the compliance time for reporting 
inspection results be extended from 30 days to 180 days after the 
inspection. DAL considered the 30 days to be too onerous considering 
how long heavy maintenance visits take and that an inspection could be 
conducted at the start of the visit, but the paper records might not be 
received until 60 days after the inspection. DAL noted that an extended 
time window will allow findings to be batched together for a group 
report and preclude undue compliance issues related to late reporting.
    The FAA disagrees with the request. TCCA specified 30 days and that 
aligns with the FAA's standardized compliance time for inspection 
reports. The FAA and Airbus Canada concur with TCCA's decision. The 
manufacturer uses the reports to analyze the findings and to develop 
new service information that incorporates those findings. However, once 
this AD is published, any person may request approval of an AMOC under 
the provisions of paragraph (i)(1) of this AD. The FAA has not changed 
this AD regarding this issue.

Request To Remove Exception for No Flights With Cracking

    DAL requested that the proposed exception in paragraph (h)(2) of 
the proposed AD be removed. DAL explained that both TCCA ADs CF-2020-32 
and CF-2020-32R1 state to repair cracks or damage by using certain 
service information, and that the steps state that the damage is to be 
reported to and dispositioned by Airbus Canada, but no mention of any 
fly-on allowance for documented crack or damage findings.
    The FAA disagrees with the request. In both TCCA ADs CF-2020-32 and 
CF-2020-32R1, there is no phrase that specifically states that the 
repair is to be done before further flight. Therefore, operators might 
inadvertently determine that the compliance times specified in

[[Page 66943]]

both TCCA ADs CF-2020-32 and CF-2020-32R1 are for both accomplishing 
the inspections and repairs. The FAA found it necessary to clarify that 
it does not intend to allow flight with known cracking. The FAA has not 
changed this AD regarding this issue.

Request To Revise Description of Root Cause

    DAL requested that the Discussion section of the NPRM be updated to 
reflect new information on the number of aft WTBF configurations. DAL 
pointed out that the Discussion section stated that ``the cracking 
reportedly begins earlier on airplanes with the latest of the two aft 
WTBF configurations.'' DAL acknowledged that the statement may have 
been true at the time of drafting, but added that the FAA should be 
informed that there is a third WTBF configuration which includes 
additional structure.
    The FAA concurs with the request, however the content of the 
Discussion section of the NPRM is not repeated in this AD.

Conclusion

    The FAA reviewed the relevant data, considered the comments 
received, and determined that air safety requires adopting this AD as 
proposed. Except for minor editorial changes, and any other changes 
described previously, this AD is adopted as proposed in the NPRM. None 
of the changes will increase the economic burden on any operator. 
Accordingly, the FAA is issuing this AD to address the unsafe condition 
on these products.

Related Service Information Under 1 CFR Part 51

    TCCA ADs CF-2020-32 and CF-2020-32R1 specify procedures for doing 
repetitive detailed visual inspections of the aft WTBF structure for 
any cracking or damage (including, but not limited to, cracking), 
adjusting the load on the two tie-rods at fuselage station (FS) 973, 
reporting inspection results, and repairing any cracked or damaged WTBF 
structure. These documents are unique because TCCA AD CF-2020-32R1 
includes revised compliance times for certain airplanes. This material 
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.

Interim Action

    The FAA considers that this AD is an interim action. If final 
action is later identified, the FAA might consider further rulemaking 
then.

Costs of Compliance

    The FAA estimates that this AD affects 54 airplanes of U.S. 
registry. The FAA estimates the following costs to comply with this AD:

                                     Estimated Costs for Required Actions *
----------------------------------------------------------------------------------------------------------------
                                                                                    Cost per       Cost on U.S.
                          Labor cost                              Parts cost        product         operators
----------------------------------------------------------------------------------------------------------------
9 work-hours x $85 per hour = $765...........................              $0             $765          $41,310
----------------------------------------------------------------------------------------------------------------
* Table does not include estimated costs for reporting.

    The FAA estimates that it would take about 1 work-hour per product 
to comply with the reporting requirement in this AD. The average labor 
rate is $85 per hour. Based on these figures, the FAA estimates the 
cost of reporting on U.S. operators to be $4,590, or $85 per product.
    The FAA has received no definitive data on which to base the cost 
estimates for the on-condition repairs specified in this AD.

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 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 currently 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 take 
approximately 1 hour per response, including the time for reviewing 
instructions, searching existing data sources, gathering and 
maintaining the data needed, and completing and reviewing the 
collection of information. All responses to this collection of 
information are mandatory. Send comments regarding this burden estimate 
or any other aspect of this collection of information, including 
suggestions for reducing this burden, to: Information Collection 
Clearance Officer, Federal Aviation Administration, 10101 Hillwood 
Parkway, Fort Worth, TX 76177-1524.

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.
    The FAA is 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

    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) Will not affect intrastate aviation in Alaska, and
    (3) 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.

The Amendment

    Accordingly, under the authority delegated to me by the 
Administrator,

[[Page 66944]]

the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13   [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

2021-22-17 Airbus Canada Limited Partnership (Type Certificate 
Previously Held by C Series Aircraft Limited Partnership (CSALP); 
Bombardier, Inc.): Amendment 39-21790; Docket No. FAA-2021-0201; 
Project Identifier MCAI-2020-01346-T.

(a) Effective Date

    This airworthiness directive (AD) is effective December 29, 
2021.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all Airbus Canada Limited Partnership (type 
certificate previously held by C Series Aircraft Limited Partnership 
(CSALP); Bombardier, Inc.) Model BD-500-1A10 and BD-500-1A11 
airplanes, certificated in any category.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Reason

    This AD was prompted by a report of cracking in the longeron, 
frame, and tie-rod on left and right sides of the aft wing-to-body 
fairing (WTBF) structure near the tie-rod attachment at fuselage 
station (FS) 973; this cracking likely resulted from excessive tie-
rod preload. The FAA is issuing this AD to address such cracking, 
which could lead to loss of aft WTBF integrity and result in damage 
due to parts departing the airplane, loss of the radio altimeter, 
and effects on airplane stability and performance.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Requirements

    Except as specified in paragraph (h) of this AD: Comply with all 
required actions and compliance times specified in, and in 
accordance with, Transport Canada Civil Aviation (TCCA) AD CF-2020-
32, dated September 25, 2020 (TCCA AD CF-2020-32); or TCCA AD CF-
2020-32R1, dated April 23, 2021 (TCCA AD CF-2020-32R1).

(h) Exceptions to TCCA AD CF-2020-32 and TCCA AD CF-2020-32R1

    (1) Where TCCA AD CF-2020-32 and TCCA AD CF-2020-32R1 refer to 
its effective date, this AD requires using the effective date of 
this AD.
    (2) Where TCCA AD CF-2020-32R1 refers to the effective date of 
TCCA AD CF-2020-32 (October 9, 2020), this AD requires using the 
effective date of this AD.
    (3) Where paragraphs B. and E. of TCCA AD CF-2020-32 and Part II 
and V of TCCA AD CF-2020-32R1 specify to repair ``any cracks or 
damage'' at certain compliance times or intervals, this AD requires 
repairing any cracks or damage before further flight.
    (4) Where TCCA AD CF-2020-32 and TCCA AD CF-2020-32R1 refer to 
hours air time, this AD requires using flight hours.
    (5) Where table 1 of TCCA AD CF-2020-32 specifies a compliance 
time ``for new aeroplanes with an aeroplane date of manufacture, as 
identified on the identification plate of the aeroplane, dated on or 
after the effective date of this AD'' and table 1 of TCCA AD CF-
2020-32R1 specifies a compliance time ``for new aeroplanes with an 
aeroplane date of manufacture, as identified on the identification 
plate of the aeroplane, dated on or after the effective date of AD 
CF-2020-32 (9 October 2020),'' for this AD use ``for airplanes with 
a date of manufacture, as identified on the identification plate of 
the airplane, dated on or after the effective date of this AD.''
    (6) Where TCCA AD CF-2020-32 and TCCA AD CF-2020-32R1 define the 
``applicable [aircraft maintenance publication] AMP [data module] 
DM,'' replace the text ``Airbus Canada Limited Partnership AMP DM 
BD500-A-J53-82-55-04AAA-720A-A (Aft fairing strut, Wing To Body 
Fairing (WTBF)--Install procedure) Issue 006, dated 26 June 2020, or 
later revisions,'' with the ``Airbus Canada Limited Partnership AMP 
DM BD500-A-J53-82-55-04AAA-720A-A (Aft fairing strut, Wing To Body 
Fairing (WTBF)--Install procedure) Issue 006, dated 26 June 2020; or 
later revisions approved by the Manager, New York ACO Branch, FAA, 
or TCCA, or Airbus Canada's TCCA Design Approval Organization (DAO). 
If approved by the DAO, the approval must include the DAO-authorized 
signature.''
    (7) Paragraph D. of TCCA AD CF-2020-32 and Part IV of TCCA AD 
CF-2020-32R1 specify to report inspection results to Airbus Canada 
Limited Partnership within a certain compliance time. For this AD, 
report inspection results at the applicable time specified in 
paragraph (h)(7)(i) or (ii) of this AD.
    (i) If the inspection was done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (ii) If the inspection was done before the effective date of 
this AD: Submit the report within 30 days after the effective date 
of this AD.

(i) Additional 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 responsible Flight Standards 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; tax 516-794-5531. Before 
using any approved AMOC, notify your appropriate principal 
inspector, or lacking a principal inspector, the manager of the 
responsible Flight Standards Office.
    (2) Contacting the Manufacturer: For any requirement in this AD 
to obtain instructions from a manufacturer, the instructions must be 
accomplished using a method approved by the Manager, New York ACO 
Branch, FAA; or TCCA; or Airbus Canada's TCCA Design Approval 
Organization (DAO). If approved by the DAO, the approval must 
include the DAO-authorized signature.
    (3) Paperwork Reduction Act Burden Statement: A federal agency 
may not conduct or sponsor, and a person is not required to respond 
to, nor shall a person be subject to a penalty for failure to comply 
with a collection of information subject to the requirements of the 
Paperwork Reduction Act unless that collection of information 
displays a current valid OMB Control Number. The OMB Control Number 
for this information collection is 2120-0056. Public reporting for 
this collection of information is estimated to be approximately 1 
hour per response, including the time for reviewing instructions, 
searching existing data sources, gathering and maintaining the data 
needed, and completing and reviewing the collection of information. 
All responses to this collection of information are mandatory as 
required by this AD. Send comments regarding this burden estimate or 
any other aspect of this collection of information, including 
suggestions for reducing this burden to Information Collection 
Clearance Officer, Federal Aviation Administration, 10101 Hillwood 
Parkway, Fort Worth, TX 76177-1524.

(j) Related Information

    For more information about this AD, contact Antariksh Shetty, 
Aerospace Engineer, Airframe and Propulsion Section, FAA, New York 
ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; 
telephone 516-228-7300; fax 516-794-5531; email [email protected].

(k) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference 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) Transport Canada Civil Aviation (TCCA) AD CF-2020-32, dated 
September 25, 2020 (TCCA AD CF-2020-32).
    (ii) Transport Canada Civil Aviation (TCCA) AD CF-2020-32R1, 
dated April 23, 2021 (TCCA AD CF-2020-32R1).
    (3) For TCCA AD CF-2020-32 and TCCA AD CF-2020-32R1, contact 
Transport Canada National Aircraft Certification, 159 Cleopatra 
Drive, Nepean, Ontario K1A 0N5,

[[Page 66945]]

Canada; telephone 888-663-3639; email [email protected]; internet 
https://tc.canada.ca/en/aviation.
    (4) You may view this material at the FAA, Airworthiness 
Products Section, Operational Safety Branch, 2200 South 216th St., 
Des Moines, WA. For information on the availability of this material 
at the FAA, call 206-231-3195.
    (5) You may view this material that is incorporated by reference 
at the National Archives and Records Administration (NARA). For 
information on the availability of this material at NARA, email 
[email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on October 19, 2021.
Ross Landes,
Deputy Director for Regulatory Operations, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2021-25532 Filed 11-23-21; 8:45 am]
BILLING CODE 4910-13-P