
[Federal Register Volume 79, Number 160 (Tuesday, August 19, 2014)]
[Rules and Regulations]
[Pages 48968-48972]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-19150]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0129; Directorate Identifier 2013-NM-105-AD; 
Amendment 39-17931; AD 2014-16-07]
RIN 2120-AA64


Airworthiness Directives; Bombardier, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: We are superseding Airworthiness Directive (AD) 2011-15-09 for 
certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. AD 
2011-15-09 required repetitive inspections for proper operation of the 
main landing gear (MLG) alternate extension system (AES), and 
corrective actions if necessary. This new AD requires, for certain 
airplanes, new repetitive inspections for proper operation of the MLG 
AES, and corrective actions if necessary. This new AD also requires 
eventually replacing the MLG AES cam mechanism assembly with a new 
assembly, which terminates the repetitive inspections for those 
airplanes. This AD was prompted by a determination that, for certain 
airplanes not affected by AD 2011-15-09, a different MLG AES cam 
mechanism assembly was installed, resulting in input lever fractures 
and inability to open the MLG door; those assemblies could be subject 
to the same unsafe condition in AD 2011-15-09. We are issuing this AD 
to prevent improper operation of the cam mechanism or rupture of the 
door release cable, which

[[Page 48969]]

could result in loss of control of the airplane during landing.

DATES: This AD becomes effective September 23, 2014.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of September 23, 
2014.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in this AD as of August 
2, 2011 (76 FR 42033, July 18, 2011).

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0129; or in person at the 
Docket Management Facility, U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC.
    For service information identified in this AD, contact Bombardier, 
Inc., Q-Series Technical Help Desk, 123 Garratt Boulevard, Toronto, 
Ontario M3K 1Y5, Canada; telephone 416-375-4000; fax 416-375-4539; 
email thd.qseries@aero.bombardier.com; Internet http://www.bombardier.com. You may view this referenced service information at 
the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
WA. For information on the availability of this material at the FAA, 
call 425-227-1221.

FOR FURTHER INFORMATION CONTACT: Cesar Gomez, Aerospace Engineer, 
Airframe and Mechanical Systems Branch, ANE-171, FAA, New York Aircraft 
Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, NY 
11590; telephone (516) 228-7318; fax (516) 794-5531.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2011-15-09, Amendment 39-16756 (76 FR 42033, 
July 18, 2011). AD 2011-15-09 applied to certain Bombardier, Inc. Model 
DHC-8-400, -401, and -402 airplanes. The NPRM published in the Federal 
Register on March 5, 2014 (79 FR 12428).
    Transport Canada Civil Aviation (TCCA), which is the aviation 
authority for Canada, has issued Canadian Airworthiness Directive CF-
2011-01R2, dated May 21, 2013 (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, -401, 
and -402 airplanes. The MCAI states:

    Two cases of the main landing gear (MLG) alternate extension 
system (AES) cam mechanism failure were found during line checks. 
The cam mechanism operates the cable to open the MLG door and 
releases the MLG uplock in sequence. In the case where it is 
necessary to deploy the MLG using the AES, the failure of the MLG 
AES cam mechanism on one side will lead to an unsafe asymmetrical 
landing configuration.
    Preliminary investigation indicates that the cam mechanism 
failure may have occurred and remained dormant after a previous AES 
operation. The cam mechanism may not have fully returned to the 
normal rested position. With the cam mechanism out of normal rested 
position, normal powered landing gear door operation could introduce 
sufficient loads to fracture the cam mechanism or rupture the door 
release cable.
    This [Canadian] AD mandates the initial and subsequent 
[detailed] inspections for proper operation of the MLG AES cam 
mechanism, and rectify [repair or replace cam assembly with new or 
serviceable cam assembly] as necessary.
    Since the original issue of this [Canadian] AD, Bombardier Inc. 
has determined that the existing inspection procedure is 
insufficient for verification of proper MLG AES cam mechanism 
operation, and has superseded this inspection procedure. Revision 1 
of this [Canadian] AD mandates the use of the revised inspection 
[and rectification] procedure.
    Prior to the introduction of MLG AES cam mechanism assembly part 
number (P/N) 48510-5 as terminating action, an interim MLG AES cam 
mechanism assembly P/N 48510-3 was introduced.
    Revision 2 of this [Canadian] AD updates the applicability 
paragraph, updates the MLG AES cam mechanism inspection criteria and 
mandates the terminating action.

    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0129.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We considered the comment received. The commenter supported 
the NPRM (79 FR 12428, March 5, 2014).

``Contacting the Manufacturer'' Paragraph in This AD

    Since late 2006, we have included a standard paragraph titled 
``Airworthy Product'' in all MCAI ADs in which the FAA develops an AD 
based on a foreign authority's AD.
    The MCAI or referenced service information in an FAA AD often 
directs the owner/operator to contact the manufacturer for corrective 
actions, such as a repair. Briefly, the Airworthy Product paragraph 
allowed owners/operators to use corrective actions provided by the 
manufacturer if those actions were FAA-approved. In addition, the 
paragraph stated that any actions approved by the State of Design 
Authority (or its delegated agent) are considered to be FAA-approved.
    In the NPRM (79 FR 12428, March 5, 2014), we proposed to prevent 
the use of repairs that were not specifically developed to correct the 
unsafe condition, by requiring that the repair approval provided by the 
State of Design Authority or its delegated agent specifically refer to 
this FAA AD. This change was intended to clarify the method of 
compliance and to provide operators with better visibility of repairs 
that are specifically developed and approved to correct the unsafe 
condition. In addition, we proposed to change the phrase ``its 
delegated agent'' to include a design approval holder (DAH) with State 
of Design Authority design organization approval (DOA), as applicable, 
to refer to a DAH authorized to approve required repairs for the 
proposed AD.
    No comments were provided to the NPRM (79 FR 12428, March 5, 2014) 
about these proposed changes. However, a comment was provided for an 
NPRM having Directorate Identifier 2012-NM-101-AD (78 FR 78285, 
December 26, 2013). The commenter stated the following: ``The proposed 
wording, being specific to repairs, eliminates the interpretation that 
Airbus messages are acceptable for approving minor deviations 
(corrective actions) needed during accomplishment of an AD mandated 
Airbus service bulletin.''
    This comment has made the FAA aware that some operators have 
misunderstood or misinterpreted the Airworthy Product paragraph to 
allow the owner/operator to use messages provided by the manufacturer 
as approval of deviations during the accomplishment of an AD-mandated 
action. The Airworthy Product paragraph does not approve messages or 
other information provided by the manufacturer for deviations to the 
requirements of the AD-mandated actions. The Airworthy Product 
paragraph only addresses the requirement to contact the manufacturer 
for corrective actions for the identified unsafe condition and does not 
cover deviations from other AD requirements. However, deviations to AD-
required actions are addressed in 14 CFR 39.17, and anyone may request 
the approval for an alternative method of compliance to the AD-required 
actions using the procedures found in 14 CFR 39.19.
    To address this misunderstanding and misinterpretation of the 
Airworthy Product paragraph, we have changed the

[[Page 48970]]

paragraph and retitled it ``Contacting the Manufacturer.'' This 
paragraph now clarifies that for any requirement in this AD to obtain 
corrective actions from a manufacturer, the actions must be 
accomplished using a method approved by the FAA, TCCA, or Bombardier, 
Inc.'s TCCA Design Approval Organization (DAO).
    The Contacting the Manufacturer paragraph also clarifies that, if 
approved by the DAO, the approval must include the DAO-authorized 
signature. The DAO signature indicates that the data and information 
contained in the document are TCCA-approved, which is also FAA-
approved. Messages and other information provided by the manufacturer 
that do not contain the DAO-authorized signature approval are not TCCA-
approved, unless TCCA directly approves the manufacturer's message or 
other information.
    This clarification does not remove flexibility previously afforded 
by the Airworthy Product paragraph. Consistent with long-standing FAA 
policy, such flexibility was never intended for required actions. This 
is also consistent with the recommendation of the Airworthiness 
Directive Implementation Aviation Rulemaking Committee to increase 
flexibility in complying with ADs by identifying those actions in 
manufacturers' service instructions that are ``Required for 
Compliance'' with ADs. We continue to work with manufacturers to 
implement this recommendation. But once we determine that an action is 
required, any deviation from the requirement must be approved as an 
alternative method of compliance.
    Other commenters to the NPRM having Directorate Identifier 2012-NM-
101-AD (78 FR 78285, December 26, 2013) pointed out that in many cases 
the foreign manufacturer's service bulletin and the foreign authority's 
MCAI might have been issued some time before the FAA AD. Therefore, the 
DOA might have provided U.S. operators with an approved repair, 
developed with full awareness of the unsafe condition, before the FAA 
AD is issued. Under these circumstances, to comply with the FAA AD, the 
operator would be required to go back to the manufacturer's DOA and 
obtain a new approval document, adding time and expense to the 
compliance process with no safety benefit.
    Based on these comments, we removed the requirement that the DAH-
provided repair specifically refer to this AD. Before adopting such a 
requirement, the FAA will coordinate with affected DAHs and verify they 
are prepared to implement means to ensure that their repair approvals 
consider the unsafe condition addressed in this AD. Any such 
requirements will be adopted through the normal AD rulemaking process, 
including notice-and-comment procedures, when appropriate.
    We also have decided not to include a generic reference to either 
the ``delegated agent'' or ``DAH with State of Design Authority design 
organization approval,'' but instead we have provided the specific 
delegation approval granted by the State of Design Authority for the 
DAH throughout this AD.

Change to Paragraph (g)(3) of This AD

    For clarity purposes, we have revised paragraph (g)(3) of this AD 
by adding new paragraphs (g)(3)(i) and (g)(3)(ii) to this AD.

Conclusion

    We reviewed the available data, including the comment 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 (79 FR 12428, March 5, 2014) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 12428, March 5, 2014).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Costs of Compliance

    We estimate that this AD affects 75 airplanes of U.S. registry.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                   Labor cost          Parts cost       Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection in AD 2011-15-09,      Up to 24            $2,609............  Up to $4,649 per    Up to $348,675 per
 Amendment 39-16756 (76 FR         work[dash]hours x                       inspection cycle.   inspection cycle.
 42033, July 18, 2011).            $85 per hour = up
                                   to $2,040 per
                                   inspection cycle.
Inspection [new action].........  1 work-hour x $85   $0................  $85 per inspection  $6,375 per
                                   per hour = $85                          cycle.              inspection cycle.
                                   per inspection
                                   cycle.
Replacement of both cam           4 work-hours x $85  $7,676 (2 cam       $80,167...........  $601,200.
 assemblies [new terminating       per hour = $680     assemblies).
 action].                          [$340 per cam
                                   assembly].
----------------------------------------------------------------------------------------------------------------

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

[[Page 48971]]

under the criteria of the Regulatory Flexibility Act.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0129; or in person at the 
Docket Management Facility between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The AD docket contains this AD, the 
regulatory evaluation, any comments received, and other information. 
The street address for the Docket Operations office (telephone 800-647-
5527) is in the ADDRESSES section.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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 removing Airworthiness Directive (AD) 
2011-15-09, Amendment 39-16756 (76 FR 42033, July 18, 2011), and adding 
the following new AD:

2014-16-07 Bombardier, Inc.: Amendment 39-17931. Docket No. FAA-
2014-0129; Directorate Identifier 2013-NM-105-AD.

(a) Effective Date

    This AD becomes effective September 23, 2014.

(b) Affected ADs

    This AD replaces AD 2011-15-09, Amendment 39-16756 (76 FR 42033, 
July 18, 2011).

(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 4418 inclusive, 4422 and 4423.

(d) Subject

    Air Transport Association (ATA) of America Code 32, Landing 
Gear.

(e) Reason

    This AD was prompted by a determination that a different main 
landing gear (MLG) alternate extension system (AES) cam mechanism 
assembly was installed resulting in input lever fractures and 
inability to open the MLG door; those assemblies could be subject to 
the same unsafe condition in the existing AD. We are issuing this AD 
to prevent improper operation of the cam mechanism or rupture of the 
door release cable, which could result in loss of control of the 
airplane during landing.

(f) Compliance

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

(g) Retained Detailed Inspection for Proper Operation of the MLG

    This paragraph restates the requirement in paragraph (i) of AD 
2011-15-09, Amendment 39-16756 (76 FR 42033, July 18, 2011), with 
revised service information. For airplanes with a MLG AES cam 
mechanism assembly having part number (P/N) 48510-1: Within 50 
flight hours or 10 days after August 2, 2011 (the effective date of 
AD 2011-15-09, Amendment 39-16756 (76 FR 42033, July 18, 2011)), 
whichever occurs first, do a detailed inspection for proper 
operation of the MLG AES cam mechanism, in accordance with paragraph 
A) of Bombardier Repair Drawing 8/4-32-0160, Issue 3, dated February 
15, 2011; or Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated 
June 27, 2012. As of the effective date of this AD, use only 
Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 2012. 
Repeat the inspection thereafter at intervals not to exceed 50 
flight hours or 10 days, whichever occurs first.
    (1) If the cam mechanism is found to reset to the normal rested 
position without any sticking or binding, it is operating properly.
    (2) If the cam mechanism has not reset to its normal rested 
position, or if any sticking or binding is observed, before further 
flight, remove the cam assembly, in accordance with paragraph A) of 
Bombardier Repair Drawing 8/4-32-0160, Issue 3, dated February 15, 
2011; or Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 
27, 2012, and do the actions in paragraph (g)(2)(i) or (g)(2)(ii) of 
this AD. As of the effective date of this AD, use only Bombardier 
Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 2012.
    (i) Repair the cam mechanism assembly, including doing detailed 
inspections for discrepancies (an inspection to determine proper 
operation, an inspection for damage, an inspection for corrosion and 
cadmium coating degradation, and inspections to determine dimensions 
are within the limits specified in paragraph B) of Bombardier Repair 
Drawing 8/4-32-0160, Issue 3, dated February 15, 2011; or Bombardier 
Repair Drawing 8/4-32-0160 Issue 6, dated June 27, 2012, in 
accordance with paragraph B) of Bombardier Repair Drawing 8/4-32-
0160, Issue 3, dated February 15, 2011; and install the repaired cam 
assembly in accordance with paragraph C) of Bombardier Repair 
Drawing 8/4-32-0160, Issue 3, dated February 15, 2011; or Bombardier 
Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 2012. As of the 
effective date of this AD, use only Bombardier Repair Drawing 8/4-
32-0160, Issue 6, dated June 27, 2012.
    (ii) Install a new or serviceable cam assembly, in accordance 
with paragraph C) of Bombardier Repair Drawing 8/4-32-0160, Issue 3, 
dated February 15, 2011; or Bombardier Repair Drawing 8/4-32-0160, 
Issue 6, dated June 27, 2012. As of the effective date of this AD, 
use only Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 
27, 2012.
    (3) If the cam mechanism is found damaged or inoperative during 
the repair specified in paragraph (g)(2)(i) of this AD; or if any 
discrepancies are found and Bombardier Repair Drawing 8/4-32-0160, 
Issue 3, dated February 15, 2011, or Bombardier Repair Drawing 8/4-
32-0160, Issue 6, dated June 27, 2012, does not specify repairs for 
those discrepancies; or repairs specified in paragraph (g)(2)(i) of 
this AD cannot be accomplished: Before further flight, accomplish 
paragraph (g)(3)(i) or (g)(3)(ii) of this AD.
    (i) Repair and reinstall using a method approved by the Manager, 
New York ACO, ANE-170, Engine and Propeller Directorate, 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 DAO-authorized signature.
    (ii) Install a new or serviceable cam assembly, in accordance 
with paragraph C) of Bombardier Repair Drawing 8/4-32-0160, Issue 3, 
dated February 15, 2011; or Bombardier Repair Drawing 8/4-32-0160, 
Issue 6, dated June 27, 2012. As of the effective date of this AD, 
use only Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 
27, 2012, to install the cam assembly.

(h) New Inspection for Proper Operation of the MLG Replacement Part

    For airplanes with a MLG AES cam mechanism assembly having P/N 
48510-3: Within 1,800 flight hours or 9 months after installation of 
the assembly, whichever occurs first after the effective date of 
this AD, do a detailed inspection for proper operation of the MLG 
AES cam mechanism, in accordance with paragraph A) of Bombardier 
Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 2012. Repeat the 
inspection thereafter at intervals not to exceed 600 flight hours or 
3 months, whichever occurs first.
    (1) If the cam mechanism is found to reset to the normal rested 
position without any sticking or binding, it is operating properly.
    (2) If the cam mechanism has not reset to its normal rested 
position, or if any sticking or binding is observed, before further 
flight, remove the cam assembly, in accordance with paragraph A) of 
Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 2012, 
and do the actions required by paragraphs (h)(2)(i) or (h)(2)(ii) of 
this AD.
    (i) Repair the cam mechanism assembly, including doing detailed 
inspections for discrepancies (an inspection to determine proper 
operation, an inspection for damage, an inspection for corrosion and 
cadmium coating degradation, and inspections to determine dimensions 
are within the limits specified in paragraph B) of Bombardier Repair 
Drawing 8/4-32-0160, Issue 6, dated June 27, 2012), in accordance 
with paragraph

[[Page 48972]]

B) of Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 27, 
2012; and install the repaired cam assembly in accordance with 
paragraph C) of Bombardier Repair Drawing 8/4-32-0160, Issue 6, 
dated June 27, 2012.
    (ii) Install a new or serviceable cam assembly, in accordance 
with paragraph C) of Bombardier Repair Drawing 8/4-32-0160, Issue 6, 
dated June 27, 2012.
    (3) If the cam mechanism is found damaged or inoperative during 
the repair specified in paragraph (h)(2)(i) of this AD; or if any 
discrepancies are found and Bombardier Repair Drawing 8/4-32-0160, 
Issue 6, dated June 27, 2012, does not specify repairs for those 
discrepancies; or repairs specified in paragraph (h)(2)(i) of this 
AD cannot be accomplished: Before further flight, do the applicable 
actions required by paragraph (h)(3)(i) or (h)(3)(ii) of this AD.
    (i) Repair and reinstall using a method approved by the Manager, 
ANE-170, New York ACO, FAA, or TCCA; or Bombardier, Inc.'s TCCA 
Design Approval Organization (DAO). If approved by the DAO, the 
approval must include the DAO-authorized signature.
    (ii) Install a new or serviceable cam assembly, in accordance 
with paragraph C) of Bombardier Repair Drawing 8/4-32-0160, Issue 6, 
dated June 27, 2012.

(i) New Credit for Previous Actions for Paragraphs (g) and (h) of This 
AD

    This paragraph provides credit for actions required by 
paragraphs (g) and (h) of this AD, if those actions were performed 
before the effective date of this AD using Bombardier Repair Drawing 
8/4-32-0160, Issue 5, dated June 6, 2012, which is not incorporated 
by reference in this AD.

(j) New Terminating Action

    Within 6,000 flight hours or 36 months after the effective date 
of this AD, whichever occurs first, replace any MLG AES cam 
mechanism assembly having P/N 48510-1 or P/N 48510-3 with a new MLG 
AES cam mechanism assembly having P/N 48510-5, in accordance with 
the Accomplishment Instructions of Bombardier Service Bulletin 84-
32-100, Revision A, dated August 30, 2012. Accomplishing this 
replacement terminates the repetitive inspections required by this 
AD.

(k) New Credit for Previous Actions for Paragraph (j) of This AD

    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 Bombardier Service Bulletin 84-32-100, dated 
August 15, 2012, which is not incorporated by reference in this AD.

(l) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, New 
York Aircraft Certification Office (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. ATTN: Program Manager, 
Continuing Operational Safety, FAA, New York ACO, 1600 Stewart 
Avenue, Suite 410, Westbury, NY 11590; telephone 516-228-7300; fax 
516-794-5531. Before using any approved AMOC, notify your 
appropriate principal inspector, or lacking a principal inspector, 
the manager of the local flight standards district office/
certificate holding district office. The AMOC approval letter must 
specifically reference this AD.
    (2) 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, Engine and Propeller Directorate, FAA; or TCCA; or 
Bombardier, Inc.'s TCCA Design Approval Organization (DAO). If 
approved by the DAO, the approval must include the DAO-authorized 
signature.

(m) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) Canadian Airworthiness Directive CF-2011-01R2, dated May 21, 
2013, for related information. You may examine the MCAI in the AD 
docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0129.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (n)(5) and (n)(6) of this AD.

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless this AD specifies otherwise.
    (3) The following service information was approved for IBR on 
September 23, 2014.
    (i) Bombardier Repair Drawing 8/4-32-0160, Issue 6, dated June 
27, 2012. The issue dates for this document are identified only on 
sheets 1 and 1A of this document.
    (ii) Bombardier Service Bulletin 84-32-100, Revision A, dated 
August 30, 2012.
    (4) The following service information was approved for IBR on 
August 2, 2011 (76 FR 42033, July 18, 2011).
    (i) Bombardier Repair Drawing 8/4-32-0160, Issue 3, dated 
February 15, 2011. The issue dates for this document are identified 
only on the first page of this document.
    (ii) Reserved.
    (5) 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.
    (6) 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.
    (7) 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/ibr-locations.html.

    Issued in Renton, Washington, on July 30, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-19150 Filed 8-18-14; 8:45 am]
BILLING CODE 4910-13-P


