Importers of record
<s>2</s>
170,400 852,100 170,400 to
852,100
Total
232,200 to
913,900
<s>1</s>
Totals may not multiply or sum due to rounding.
2
Because we lack data on the size of affected importers of record, we calculate the lower and upper
bounds for these costs, assuming that either all firms are small or all firms are large.
5. Labeling Costs for New Animal Drugs Prohibited from Extralabel Use
Manufacturers of new animal drugs prohibited from extralabel use in ruminants would
need to add a warning statement to the product labeling.  We estimate manufacturers of about
eight animal products would spend from $1,600 to $6,400 to change the product labeling and file
a labeling supplement for each affected product.  Costs are based on discussions with experts in
the Center for Veterinary Medicine and are presented in table 3 of this document.

88
Table 3.--Estimated One-Time Costs of Labeling Changes and Filing a Supplement
Cost Component
Hours/Establishment
Total Cost ($)
<s>1 </s>
Regulatory review and approval
3 to 12
1,000 to 3,980
Artwork
<s>2</s>
-
4
,000
Manufacturing
4 to 12
57
0
to 1,710
Inventory Loss
<s>3</s>
-
6
,640 to 40,000
Supplement preparation and Submission
2 to 5
66
0
to 1,660
Total Cost
<s>4</s>
12,870 to 51,350
1
We calculated using a loaded wage rate for regulatory review and filing a supplement of $41.50, for
manufacturing changes $17.80.  Source: BLS National Compensation Survey: Occupational Wages in the
United States, July 2002, adding 33 percent for benefits.
2
We assume the unit costs for artwork are $500 per product.
3
We assume the unit costs for inventory loss range from $830 to $5,000 per product.
4
Totals may not add or multiply due to rounding.
6.
Summary of the Costs for the Proposed Rule
Few firms will incur one-time costs for requests for exceptions or alternatives to the
limitation on the use of prohibited cattle material.  In addition, manufacturers of about eight
animal products prohibited from extralabel use in ruminants would incur one-time costs to add a
warning statement to the product labeling. All firms that use cattle material or import products
that do would incur annual incremental costs for additional recordkeeping.  The total one-time
costs range from $20,400 to $66,300; annual costs range from $232,200 to $913,900. The total
annualized costs of this option range from $234,600 to $921,700 (at a 3 percent discount rate)
and from $235,100 to $923,300 (at a 7 percent discount rate) over 10 years.  These costs are
summarized in table 4 of this document.
Table 4.--Summary of Total Compliance Costs
1
One-Time Cost
Lower Bound
($)
Upper Bound ($)
Requests for exception or alternative
7,500
15
,000
Change labeling and file a supplement
12,900
51
,300
Total one-time cost
20,400
66
,300
Annual recordkeeping cost
232,200
9
1
3,900
Total annualized cost at 3 percent
234,600
9
2
1,700
Total annualized cost at 7 percent
235,100
9
2
3,300
<s>1</s>
Numbers may not add due to rounding.

89
D.
Benefits of the Proposed Rule
1.
Reduced Risk of Exposure to BSE Infectivity
USDA analyses to date have found the United States is highly resistant to the
introduction or establishment of BSE and predict that even if BSE were introduced into the
United States, only a small amount of potentially BSE-contaminated tissues would reach the
human food supply and be available for consumption (Ref. 41).  Moreover, their models predict
that implementation of a ban on specified risk materials (e.g., spinal cords, brains, vertebral
columns) from both human food and animal feed would reduce substantially the very low risk of
additional BSE cases in cattle and the potential human exposure to infectivity from meat and
meat products.
None of these risk assessments considered the potential exposure to BSE infectivity from
certain FDA-regulated products containing bovine material.  The risks of exposure to BSE
infectivity from medical products for humans and drugs for ruminants are unknown, but the risk
of transmission could be higher than for foods and cosmetics assuming the presence of BSE
infectivity.  For example, the routes of administration for some of these products (such as from
injectable and implantable products) are associated with higher risk than oral or topical exposure
associated with foods and cosmetics. This proposed rule covers products not included in the
recent USDA or Foods IFRs and would ensure that medical products for humans and drugs for
ruminants containing cattle material meet specific requirements designed to reduce the risk of
human exposure to BSE-infective materials.
The proposed rule would decrease the likelihood of human and ruminant exposure to
BSE in several ways.  First, this rule would provide additional regulatory protection, beyond
existing rules, by making clear that prohibited cattle material cannot be used in FDA-regulated

90
medical products for humans or drugs for ruminants.  Second, because affected products
manufactured from or otherwise containing prohibited cattle materials would be adulterated and
the failure of an importer of record to comply with applicable reporting requirements creates the
appearance of adulteration under section 801, the proposed rule would clarify FDA’s ability to
bar importation of medical products for humans or drugs for ruminants that contain prohibited
cattle materials. For example, imported products may contain the types of materials prohibited
by FDA, but may not fall under the scope of USDA’s import restrictions.
2.
Value of the Potential Reduction of Human Illness
The public health benefit of this proposed rule is the value of the reduction in the risk of
the human illness associated with exposure to the agent that causes BSE. If we define the
baseline risk as the expected annual number of cases of vCJD per year, then the annual benefits
of barring prohibited cattle materials from use in affected products would be:  (baseline annual
cases of vCJD--annual cases of vCJD under FDA PR) x (value of preventing a case of vCJD).
We do not know the baseline expected annual number of cases, but based on the
epidemiology of vCJD in the United Kingdom, we anticipate much less than one case of vCJD
per year in the United States.  Because the proposed rule would reduce rather than eliminate risk
of exposure to BSE infectious materials, the reduction in the number of cases would be some
fraction of the expected number.  FDA uses the concept of the Value of a Statistical Life (VSL)
in order to describe the value of preventing a case of vCJD. This term refers to the sum of risk
reductions expected in a population exposed to small changes in risk.  It has no application to
identifiable individuals or large reductions in risk.  Most recent studies suggest values ranging
from about $1 million to $10 million.  In recent rulemakings, we have used $5 million and $6.5

91
million as the value of a statistical life, and we believe it is reasonable to use a similar VSL to
value the cases of vCJD avoided.
E.
Summary of the Potential Costs and Benefits of the Proposed Rule
The total annualized costs of this proposed rule range from $234,600 to $921,700 (at a 3
percent discount rate) and from $235,100 to $923,300 (at a 7 percent discount rate) over 10
years.  By reducing exposure to potentially infectious materials, the requirements of the proposed
rule would provide an additional safeguard against a case of vCJD occurring in humans if cattle
infected with BSE were used in the manufacture or processing of medical products for humans
and drugs for ruminants.  We are unable to estimate the value of this potential reduction in the
risk of cases of vCJD, even though we estimate the value of avoiding one death at $5.8 million.
Nonetheless, we believe the potential benefits of the proposed rule justify the small costs of the
rule.
F.  Regulatory Options Considered
For this proposed rule, FDA considered three regulatory options:
(1)
No new regulation.  By definition, no costs and benefits are associated with the
baseline.  As noted previously, USDA and FDA actions to date would reduce, but not eliminate,
the availability and use of prohibited cattle materials in domestic and imported FDA-regulated
medical products for humans and drugs for ruminants.  Without regulation, FDA would not be
explicitly barring the use of prohibited cattle materials that could potentially contain the BSE
infectious agent.
(2) Propose a rule that (i) bars the use of prohibited cattle materials in medical products
for humans and drugs for ruminants, unless a request for exception or alternative to the limitation
of the use of prohibited cattle material has been granted, and (ii) requires establishment,

92
maintenance, and access to records demonstrating that no medical products for humans or drugs
for ruminants are manufactured from or otherwise contain prohibited cattle material.  These
would be the minimum basic requirements, and would not preclude the imposition of additional
measures through the application review process or other means if FDA determined that they
were necessary for ensuring the safety of individual products on a case-by-case basis.
This is the regulatory option selected.  The agency believes that this is the best option to
meet its goal of minimizing human and ruminant exposure to materials that scientific studies
have demonstrated are likely to contain the BSE agent in cattle infected with the disease. The
ban on use of prohibited materials would eliminate exposure to the highest risk animals and the
majority of the infectivity in an animal infected with the BSE agent.  This option would provide
reasonable balance by explicitly barring from medical products for humans and drugs for
ruminants the use of potentially infectious materials already deemed unfit for foods by USDA
and FDA and by imposing minimal regulatory burden.  The agency must be able to determine
that the products it regulates contain no prohibited cattle materials.  Applicants and
manufacturers must depend on records to ensure that affected products do not contain any cattle
materials prohibited under the proposal.  Without recordkeeping requirements, FDA may not be
able to determine the source or age of cattle material once it is separated from the animal.  In
addition, records would allow the agency to determine the inspectional status of the source
animals.
(3) Propose a rule that, in addition to the requirements listed in option (2), bars the use in
medical products for humans and drugs for ruminants of all neural material from cattle from
countries with a high or medium risk of BSE if the cattle were slaughtered when over 6 months
old, unless a request for exception or alternative to the requirements has been granted.  This

93
approach would be more consistent with recommendations of OIE and would add an additional
layer of protection to that provided by option (2).  This alternative would put an additional
burden on those parts of the affected industries that source cattle materials from such countries
and do not already have procedures in place ensuring and documenting compliance with the
requirement.
Compared to the preferred option (2), we believe this alternative would impose higher
costs on, at most, a small segment of the affected industries.  In fact, we know of no
manufacturers of U.S. licensed or approved medical products for humans and drugs for
ruminants for which this alternative would impose any additional burdens beyond those imposed
under option (2), because they do not source such materials from such countries.  However, we
also believe it would not provide significant additional risk reduction because so few animals
diagnosed with BSE are younger than 3 years old. For example, cattle born in 1987/1988 in the
United Kingdom had the highest incidence of BSE, with over 39,000 cattle diagnosed with BSE.
Among those animals, cattle under 3 years old represented only 0.16 percent of cattle with BSE
(61 cattle).  Once controls were put in place, that number decreased, so that of animals born after
199
6, all cattle diagnosed with BSE have been 3 years old or older.
G.
Regulatory Flexibility Analysis
FDA has examined the economic implications of this proposed rule as required by the
Regulatory Flexibility Act (5 U.S.C. 601-612).  If a rule has a significant economic impact on a
substantial number of small entities, the Regulatory Flexibility Act requires agencies to analyze
regulatory options that would lessen the economic effect of the rule on small entities. The FDA
believes this proposed rule will not have a significant economic impact on a substantial number
of small entities and requests comment.

94
The proposed rule may affect entities classified in several industries including Medicinal
& Botanical Manufacturing (NAICS 325411), Pharmaceutical Preparation Manufacturing
(NAICS 325412), Biological Product (Except Diagnostic) Manufacturing (NAICS 325414),
Surgical and Medical Instrument Manufacturing (NAICS 339112), Surgical Appliance and
Supplies Manufacturing (NAICS 339113), Dental Equipment and Supplies Manufacturing
(NAICS 339114), Ophthalmic Goods Manufacturing (NAICS 339115), and Blood and Organ
Banks (NAICS 621991).  The Small Business Administration (SBA) regards an entity as small
based on the number of employees or the average annual receipts.  The size standards are:  (1)
750
employees for NAICS categories 325411 and 325412, (2) 500 employees for NAICS
categories 325414, 339112, 339113, 339114 and 339115, and (3) $9.0 million average annual
receipts for NAICS 621991.  The U.S. Census gathers employment data for establishments by
NAICS and uses size categories that differ from those of the SBA for NAICS 325411 and
325
412.
For this regulatory flexibility analysis, therefore, we consider entities in these NAICS
categories with less than 999 employees to be small.  Using these size standards, 2002 Census
data, and the CGTP final rule (69 FR 68612 at 68654 and 68674), over 90 percent of these
establishments would be considered small (see tables 1 and 2 of this document).  However, the
agency lacks information on the types of importers of record that might be affected by the
proposed rule.  Agency data on filers that import FDA-regulated products into the United States
does not include the size of the importer of record.  Therefore, for the initial regulatory flexibility
analysis, we assume that all affected importers of record would be classified as small.  The
agency requests comment on this assumption.
We believe requirements in this proposed rule must apply to all entities, regardless of
size.  No new skills are needed.  To meet the proposed requirements, those applicants and

95
manufacturers of medical products for humans or drugs for ruminants manufactured from or
otherwise containing cattle tonsils, the distal ileum of the small intestine of cattle, or
mechanically separated beef might need to switch to an alternative source material, submit a
request for exception or alternative to the limitation on prohibited cattle material in this proposed
rule, or cease marketing the products.  We expect that other affected manufacturers would
continue to use age-specific cattle material from animals under 30 months of age.  A few small
entities could incur from $2,500 to $5,000 for each request submitted unless a request for
exception or alternative to requirements of the proposed rule has already been granted.  In
addition, manufacturers of about eight animal products prohibited from extralabel use in
ruminants would incur costs of between $1,600 and $6,400 per product to add a warning
statement to the product labeling and file a labeling supplement. Although it is uncertain if any
small entities will incur these costs, Table 5 shows that for very small establishments with less
than 10 employees these one-time costs would equal less than 1.6 percent of the average annual
value of shipments. Moreover, for all small establishments in each of the affected industries, the
one-time costs to revise labeling or prepare a request for exception or alternative to requirements
of the proposed rule would equal no more than 0.15 percent of the average annual value of
shipments.
Table 5.  Potential direct compliance costs of the proposed rule as a percentage of average annual
shipments for affected establishments with less than 10 employees.
1
Compliance costs as a percentage of average
annual shipments
2
NAICS category
Average annual
shipments per
establishment  ($)
Recordkeeping
($45 per
establishment)
Labeling
Revision
($6,500 per
product)
Request for
exception or
alternative
($5,000 per
request)

96
3254
11, Medicinal and
botanical manufacturing
1,059,245
0.
004
%
0
.6%
0
.5%
3254
12, Pharmaceutical
preparation manufacturing
1,656,743
0.
003
%
0
.4%
0
.3%
3254
14, Biological product
(except diagnostic)
manufacturing 1,057,862
0.
004
%
0
.6%
0
.5%
3391
12, Surgical and medical
instrument manufacturing
610,138
0.
007
%
1
.0%
0
.8%
3391
13, Surgical appliance
and supplies manufacturing
618,207
0.
007
%
1
.0%
0
.8%
3391
14, Dental equipment
and supplies manufacturing
396,666
0.
011


[Federal Register Volume 77, Number 137 (Tuesday, July 17, 2012)]
[Notices]
[Page 42019]
[FR Doc No: 2012-17422]

-----------------------------------------------------------------------

SECURITIES AND EXCHANGE COMMISSION

Sunshine Act Meeting

    Notice is hereby given, pursuant to the provisions of the
Government in the Sunshine Act, Public Law 94-409, that the Securities
and Exchange Commission will hold a Closed Meeting on Thursday, July
19, 2012 at 10:00 a.m.
    Commissioners, Counsel to the Commissioners, the Secretary to the
Commission, and recording secretaries will attend the Closed Meeting.
Certain staff members who have an interest in the matters also may be
present.
    The General Counsel of the Commission, or his designee, has
certified that, in his opinion, one or more of the exemptions set forth
in 5 U.S.C. 552b(c)(2), (3), (5), (6), (7), 9(B) and (10) and 17 CFR
200.402(a)(2), (3), (5), (6), (7), 9(ii) and (10), permit consideration
of the scheduled matters at the Closed Meeting.
    Commissioner Walter, as duty officer, voted to consider the items
listed for the Closed Meeting in a closed session.
    The subject matter of the Closed Meeting scheduled for Thursday,
July 19, 2012 will be:

Institution and settlement of injunctive actions;
Institution and settlement of administrative proceedings;
A litigation matter;
An adjudicatory matter; and
Other matters relating to enforcement proceedings.

    At times, changes in Commission priorities require alterations in
the scheduling of meeting items.
    For further information and to ascertain what, if any, matters have
been added, deleted or postponed, please contact: The Office of the
Secretary at<PHONE_NUMBER>.

    Dated: July 12, 2012.
Elizabeth M. Murphy,
Secretary.
[FR Doc. 2012-17422 Filed 7-13-12; 11:15 am]
BILLING CODE 8011-01-P


[Federal Register Volume 88, Number 38 (Monday, February 27, 2023)]
[Proposed Rules]
[Pages 12276-12281]
[FR Doc No: 2023-03636]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2023-0169; Project Identifier MCAI-2022-00462-T]
RIN 2120-AA64

Airworthiness Directives; Bombardier, Inc., Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain Bombardier, Inc., Model BD-700-1A10, and BD-700-1A11
airplanes. This proposed AD was prompted by a determination that new or
more restrictive airworthiness limitations are necessary. This proposed
AD would require revising the existing maintenance or inspection
program, as applicable, to incorporate more restrictive airworthiness
limitations. The FAA is proposing this AD to address the unsafe
condition on these products.

DATES: The FAA must receive comments on this proposed AD by April 13,
2023.

ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to regulations.gov. Follow
the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2023-0169; 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 NPRM, the mandatory continuing airworthiness
information (MCAI), any comments received, and other information. The
street address for Docket Operations is listed above.
    Material Incorporated by Reference:
     For Bombardier service information identified in this
NPRM, contact Bombardier Business Aircraft Customer Response Center,
400 C[ocirc]te-Vertu Road West, Dorval, Qu[eacute]bec H4S 1Y9, Canada;
telephone<PHONE_NUMBER>; email bombardier.com">[email protected]bombardier.com; website
bombardier.com.
     You may view this service information 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<PHONE_NUMBER>.

FOR FURTHER INFORMATION CONTACT: Gabriel Kim, Aerospace Engineer,
Mechanical Systems and Administrative Services Section, FAA, New York
ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590;
telephone<PHONE_NUMBER>; email [email protected].

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2023-0169; Project Identifier
MCAI-2022-00462-T'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
the proposal because of those comments.
    Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
regulations.gov, including any personal information you provide. The
agency will also post a report summarizing each substantive verbal
contact received about this NPRM.

Confidential Business Information

    CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to
Gabriel Kim, Aerospace Engineer, Mechanical Systems and Administrative
Services Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite
410, Westbury, NY 11590; telephone<PHONE_NUMBER>; email [email protected]. Any commentary that the FAA receives which is not
specifically designated as CBI will be placed in the public docket for
this rulemaking.

Background

    Transport Canada, which is the aviation authority for Canada, has
issued Transport Canada AD CF-2022-15, dated April 7, 2022 (Transport
Canada AD CF-2022-15) (also referred to after this as the MCAI), to
correct an unsafe condition on certain Bombardier, Inc., Model BD-700-
1A10, and BD-700-1A11 airplanes. The MCAI states that during a design
review, it was discovered that three candidate certification
maintenance requirements (CCMRs) which were dispositioned as
maintenance review board report (MRBR) tasks had reached or exceeded
the limit for escalation and that exceeding the CCMR limitations could
result in unsafe conditions. The MCAI also states that Bombardier
issued

certification maintenance requirements (CMRs) to prevent escalation and
reduce the interval, as applicable, for these tasks, which consist of a
functional test of the landing-gear emergency extension; an operational
test of the brake shutoff valve; and a visual check of the passenger-
door vent-flap mechanism.
    The FAA is proposing this AD to address the following unsafe
conditions:
     Dormant failure of the landing gear emergency extension
system, which could lead to failure to extend the landing gear when
normal gear extension has failed. This unsafe condition, if not
addressed, could result in an annunciated failure to extend both main
landing gears or all landing gears.
     Dormant failure of the brake shut off valve in the open
state. This unsafe condition, if not addressed, could result in
uncommanded braking during take-off.
     Dormant failure of the vent flap assembly where it fails
in the closed position, which could result in the failure to prevent
the initiation of cabin pressurization when the passenger door is not
fully closed, latched and locked. This unsafe condition, if not
addressed, could result in the passenger door opening under pressure on
ground or during flight.
    You may examine the MCAI in the AD docket at regulations.gov under
Docket No. FAA-2023-0169.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed the following airplane maintenance manual (AMM)
tasks from Bombardier.
     Tasks 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension;'' 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve;'' and 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism;'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global Express Time Limits/Maintenance Checks (TLMC),
Publication No. BD-700 TLMC, Revision 34, dated March 1, 2022. (For
obtaining the tasks for Bombardier Global Express TLMC, Publication No.
BD-700 TLMC, use Document Identification No. GL 700 TLMC.)
     Tasks 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension;'' 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve;'' and 52-11-00-101, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism;'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global Express XRS TLMC, Publication No. BD-700 XRS TLMC,
Revision 21, dated March 1, 2022. (For obtaining the tasks for
Bombardier Global Express XRS TLMC, Publication No. BD-700 XRS TLMC,
use Document Identification No. GL XRS TLMC.)
     Tasks 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension;'' 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve;'' and 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism;'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global 5000 TLMC, Publication No. BD-700 TLMC, Revision 25,
dated March 1, 2022. (For obtaining the tasks for Bombardier Global
5000 TLMC, Publication No. BD-700 TLMC, use Document Identification No.
GL 5000 TLMC.)
     Tasks 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension;'' 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve;'' and 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism;'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global 5000 Featuring Global Vision Flight Deck (GVFD) TLMC,
Publication No. GL 5000 GVFD TLMC, Revision 15, dated March 1, 2022.
(For obtaining the tasks for Bombardier Global 5000 Featuring GVFD
TLMC, Publication No. GL 5000 GVFD TLMC, use Document Identification
No. GL 5000 GVFD TLMC.)
     Tasks 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension;'' 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve;'' and 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism;'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global 6000 TLMC, Publication No. GL 6000 TLMC, Revision 15,
dated March 1, 2022. (For obtaining the tasks for Bombardier Global
6000 TLMC, Publication No. GL 6000 TLMC, use Document Identification
No. GL 6000 TLMC.)
    This service information specifies more restrictive airworthiness
limitations for CMRs. These documents are distinct since they apply to
different airplane models in different configurations.
    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.

FAA's Determination

    This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to the FAA's bilateral agreement with this State of Design Authority,
it has notified the FAA of the unsafe condition described in the MCAI
and service information described above. The FAA is issuing this NPRM
after determining that the unsafe condition described previously is
likely to exist or develop on other products of the same type design.

Proposed AD Requirements in This NPRM

    This proposed AD would require revising the existing maintenance or
inspection program as applicable to incorporate more restrictive
airworthiness limitations.
    This proposed AD would require revisions to certain operator
maintenance documents to include new actions (e.g., inspections).
Compliance with these actions is required by 14 CFR 91.403(c). For
airplanes that have been previously modified, altered, or repaired in
the areas addressed by this proposed AD, the operator may not be able
to accomplish the actions described in the revisions. In this
situation, to comply with 14 CFR 91.403(c), the operator must request
approval for an alternative method of compliance according to paragraph
(i)(1) of this proposed AD.

Differences Between This NPRM and the MCAI

    Where Transport Canada AD CF-2022-15 references associated MRBRs
tasks, Figure 1 to paragraph (g) of this proposed AD references AMM
tasks instead. The FAA has determined that CCMRs cannot be mandated by
the FAA. However, equivalent AMM tasks may be mandated in lieu of
CCMRs.

Costs of Compliance

    The FAA estimates that this AD, if adopted as proposed, would
affect 413 airplanes of U.S. registry. The FAA estimates the following
costs to comply with this proposed AD:
    The FAA has determined that revising the maintenance or inspection
program takes an average of 90 work-hours per operator, although the
agency recognizes that this number may vary from operator to operator.
Since operators incorporate maintenance or inspection program changes
for their affected fleet(s), the FAA has determined that a per-operator
estimate is more accurate than a per-airplane estimate. Therefore, the
agency estimates the average total cost per operator to be $7,650 (90
work-hours x $85 per work-hour).

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

    The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 this proposed
regulation:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866,
    (2) Would not affect intrastate aviation in Alaska, and
    (3) Would 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 Proposed Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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:

Bombardier, Inc.: Docket No. FAA-2023-0169; Project Identifier MCAI-
2022-00462-T.

(a) Comments Due Date

    The FAA must receive comments on this airworthiness directive
(AD) by April 13, 2023.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Bombardier, Inc., Model BD-700-1A10 and BD-
700-1A11 airplanes, certificated in any category, having serial
numbers 9002 through 9860 inclusive, 9862 through 9871 inclusive,
9873 through 9879 inclusive, 60005, 60024, 60030, 60032, 60037,
60043, 60045, 60049, 60056, 60057, 60061 and 60068.

 (d) Subject

    Air Transport Association (ATA) of America Code 05, Time Limits/
Maintenance Checks.

 (e) Unsafe Condition

    This AD was prompted by a determination that more restrictive
airworthiness limitations are necessary. The FAA is issuing this AD
to address the unsafe conditions identified in paragraphs (e)(1)
through (3) of this AD.
    (1) Dormant failure of the landing gear emergency extension
system, which could lead to failure to extend the landing gear when
normal gear extension has failed. This unsafe condition, if not
addressed, could result in an annunciated failure to extend both
main landing gears or all landing gears.
    (2) Dormant failure of the brake shut off valve in the open
state. This unsafe condition, if not addressed, could result in
uncommanded braking during take-off.
    (3) Dormant failure of the vent flap assembly where it fails in
the closed position, which could result in the failure to prevent
the initiation of cabin pressurization when the passenger door is
not fully closed, latched and locked. This unsafe condition, if not
addressed, could result in the passenger door opening under pressure
on ground or during flight.

 (f) Compliance

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

 (g) Maintenance or Inspection Program Revision

    Within 30 days from the effective date of this AD, revise the
existing maintenance or inspection program, as applicable, to
incorporate the information specified in the certification
maintenance requirements (CMR) tasks identified in Figure 1 to
paragraph (g) of this AD of Part 2, ``Airworthiness Limitations,''
of the applicable Time Limits/Maintenance Checks (TLMC) manuals
identified in Figure 2 to paragraph (g) of this AD. The initial
compliance time for doing the tasks is at the applicable time
specified in Figure 1 to paragraph (g) of this AD, or within 30 days
after the effective date of this AD, whichever occurs later.

Figure 1 to paragraph (g)--New CMR Tasks
[GRAPHIC] [TIFF OMITTED] TP27FE23.000

Figure 2 to paragraph (g)--Applicable TLMCs
[GRAPHIC] [TIFF OMITTED] TP27FE23.001

 (h) No Alternative Actions or Intervals

    After the existing maintenance or inspection program has been
revised as required by paragraph (g) of this AD, no alternative
actions (e.g., inspections) or intervals may be used unless the
actions or intervals are approved as an alternative method of
compliance (AMOC) in accordance with the procedures specified in
paragraph (i)(1) 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 New York ACO
Branch, mail it to ATTN: Program Manager, Continuing Operational
Safety, at the address

identified in paragraph (j)(2) of this AD or email to: [email protected]. If mailing information, also submit information by
email. 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 Transport Canada or Bombardier, Inc.'s Transport
Canada Design Approval Organization (DAO). If approved by the DAO,
the approval must include the DAO-authorized signature.

(j) Additional Information

    (1) Refer to Transport Canada AD CF-2022-15, dated April 7,
2022, for related information. This Transport Canada AD may be found
in the AD docket at regulations.gov under Docket No. FAA-2023-0169.
    (2) For more information about this AD, contact Gabriel Kim,
Aerospace Engineer, Mechanical Systems and Administrative Services
Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410,
Westbury, NY 11590; telephone<PHONE_NUMBER>; email [email protected].

(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) Task 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global Express Time Limit/Maintenance Check manual
(TLMC), Publication No. BD-700 TLMC, Revision 34, dated March 1,
2022.
    Note 1 to paragraph (k)(2)(i): For obtaining the tasks specified
in paragraphs (k)(2)(i) through (iii) of this AD for Bombardier
Global Express TLMC, Publication No. BD-700 TLMC, Revision 34, dated
March 1, 2022, use Document Identification No. GL 700 TLMC.
    (ii) Task 32-43-25-101, ``Operational Test of the Brake Shutoff
Valve,'' of Part 2, ``Airworthiness Limitations,'' of the Bombardier
Global Express TLMC, Publication No. BD-700 TLMC, Revision 34, dated
March 1, 2022.
    (iii) Task 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global Express TLMC, Publication No. BD-700 TLMC,
Revision 34, dated March 1, 2022.
    (iv) Task 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global Express XRS TLMC, Publication No. BD-700 XRS
TLMC, Revision 21, dated March 1, 2022.
    Note 2 to paragraph (k)(2)(iv): For obtaining the tasks
specified in paragraphs (k)(2)(iv) through (vi) of this AD for
Bombardier Global Express XRS TLMC, Publication No. BD-700 XRS TLMC,
use Document Identification No. GL XRS TLMC.
    (v) Task 32-43-25-101, ``Operational Test of the Brake Shutoff
Valve,'' of Part 2, ``Airworthiness Limitations,'' of the Bombardier
Global Express XRS TLMC, Publication No. BD-700 XRS TLMC, Revision
21, dated March 1, 2022.
    (vi) Task 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global Express XRS TLMC, Publication No. BD-700 XRS
TLMC, Revision 21, dated March 1, 2022.
    (vii) Task 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 5000 TLMC, Publication No. BD-700 TLMC,
Revision 25, dated March 1, 2022.
    Note 3 to paragraph (k)(2)(vii): For obtaining the tasks
specified in paragraphs (k)(2)(vii) through (ix) of this AD for
Bombardier Global 5000 TLMC, Publication No. BD-700 TLMC, use
Document Identification No. GL 5000 TLMC.
    (viii) Task 32-43-25-101, ``Operational Test of the Brake
Shutoff Valve,'' of Part 2, ``Airworthiness Limitations,'' of the
Bombardier Global 5000 TLMC, Publication No. BD-700 TLMC, Revision
25, dated March 1, 2022.
    (ix) Task 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 5000 TLMC, Publication No. BD-700 TLMC,
Revision 25, dated March 1, 2022.
    (x) Task 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 5000 Featuring Global Vision Flight Deck
(GVFD) TLMC, Publication No. GL 5000 GVFD TLMC, Revision 15, dated
March 1, 2022.
    Note 4 to paragraph (k)(2)(x): For obtaining the tasks specified
in paragraphs (k)(2)(x) through (xii) of this AD for Bombardier
Global 5000 Featuring GVFD TLMC, Publication No. GL 5000 GVFD TLMC,
use Document Identification No. GL 5000 GVFD TLMC.
    (xi) Task 32-43-25-101, ``Operational Test of the Brake Shutoff
Valve,'' of Part 2, ``Airworthiness Limitations,'' of the Bombardier
Global 5000 Featuring GVFD TLMC, Publication No. GL 5000 GVFD TLMC,
Revision 15, dated March 1, 2022.
    (xii) Task 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 5000 Featuring GVFD, Publication No. GL 5000
GVFD TLMC, Revision 15, dated March 1, 2022.
    (xiii) Task 32-34-00-101, ``Functional Test of the Landing-Gear
Emergency Extension,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 6000 TLMC, Publication No. GL 6000 TLMC,
Revision 15, dated March 1, 2022.
    Note 5 to paragraph (k)(2)(xiii): For obtaining the tasks
specified in paragraphs (xiii) through (xv) of this AD for
Bombardier Global 6000 TLMC, Publication No. GL 6000 TLMC, use
Document Identification No. GL 6000 TLMC.
    (xiv) Task 32-43-25-101, ``Operational Test of the Brake Shutoff
Valve,'' of Part 2, ``Airworthiness Limitations,'' of the Bombardier
Global 6000 TLMC, Publication No. GL 6000 TLMC, Revision 15, dated
March 1, 2022.
    (xv) Task 52-11-00-106, ``Visual Check of the Passenger-Door
Vent-Flap Mechanism,'' of Part 2, ``Airworthiness Limitations,'' of
the Bombardier Global 6000 TLMC, Publication No. GL 6000 TLMC,
Revision 15, dated March 1, 2022.
    (3) For service information identified in this AD, contact
Bombardier Business Aircraft Customer Response Center, 400
C[ocirc]te-Vertu Road West, Dorval, Qu[eacute]bec H4S 1Y9, Canada;
telephone<PHONE_NUMBER>; email bombardier.com">[email protected]bombardier.com; website
bombardier.com.
    (4) You may view this service information 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<PHONE_NUMBER>.
    (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, email [email protected], or go to: www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on February 15, 2023.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2023-03636 Filed 2-24-23; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register: December 10, 2009 (Volume 74, Number 236)]
[Rules and Regulations]
[Page 65403-65406]
[DOCID:fr10de09-7]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-0682; Directorate Identifier 2008-NM-200-AD;
Amendment 39-16131; AD 2009-25-11]
RIN 2120-AA64

Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-300, 747-400, 747SR, and 747SP Series Airplanes

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

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive
(AD), which applies to certain Boeing Model 747 airplanes. The existing
AD currently requires repetitive inspections for cracking, and repair
as necessary, of lower lobe body frames (sections 42 and 46) of the
fuselage. The existing AD also provides for optional modification of
the frames, which terminates the repetitive inspections. This new AD
requires additional repetitive inspections for cracking of certain
fuselage frames, and corrective actions if necessary. This AD results
from a new report of a crack found in a body frame with a tapered side
guide bracket at fuselage station 1800, located on the left side
between stringers 39 and 40; the frame was severed. We are issuing this
AD to detect and correct the loss of structural integrity of the
fuselage, which could result in rapid depressurization of the airplane.

DATES: This AD becomes effective January 14, 2010.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of January 14,
2010.

ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1, fax<PHONE_NUMBER>; e-mail<EMAIL_ADDRESS>
Internet https://www.myboeingfleet.com.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; 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<PHONE_NUMBER>) is the Document 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: Ivan Li, Aerospace Engineer, Airframe
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98057-3356; telephone<PHONE_NUMBER>;
fax<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 86-18-01, amendment 39-
5390 (51 FR 28691, August 11, 1986). The existing AD applies to certain
Boeing Model 747 airplanes. That NPRM was published in the Federal
Register on August 5, 2009 (74 FR 38995). That NPRM proposed to
continue to require repetitive inspections for cracking, and repair as
necessary, of lower lobe body frames (sections 42 and 46) of the
fuselage. That NPRM also provides for optional modification of the
frames, which terminates the repetitive inspections. That NPRM also
proposed to require additional repetitive inspections for cracking of
certain fuselage frames, and corrective actions if necessary.

Comments

    We provided the public the opportunity to participate in the
development of this AD. We have considered the comment that has been
received on the NPRM. Boeing concurs with the content of the NPRM.

Explanation of Change to Final Rule

    AD 86-18-01 does not provide a compliance time for doing the
corrective actions required by paragraphs (g) and (h) of this AD.
However, we have determined that it is implicit in the existing AD that
the corrective actions be done before further flight. Sections 91.7 and
121.153 of the Federal Aviation Regulations (14 CFR 91.7 and 14 CFR
121.153) already require that aircraft be in an airworthy condition
before they can be operated. We have changed paragraphs (g) and (h) of
this AD to include those compliance times.

Conclusion

    We reviewed the relevant data, including the comment that has been
received, and determined that air safety and the public interest
require adopting the AD with the change described previously. We also
determined that this change will not increase the economic burden on
any operator or increase the scope of the AD.

Costs of Compliance

    There are about 237 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs for
U.S. operators to comply with this AD.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Number of
                                                 Average                            U.S.-
             Action                Work hours   labor rate   Cost per airplane    registered      Fleet cost
                                                 per hour                         airplanes
----------------------------------------------------------------------------------------------------------------
Inspections (required by AD 86-           370          $80  $29,600, per                 112  $3,315,200, per
 18-01).                                                     inspection cycle.                 inspection cycle.
Additional inspections (new                 6           80  $480, per                     87  $41,760, per
 action).                                                    inspection cycle.                 inspection cycle.
----------------------------------------------------------------------------------------------------------------

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 have 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 DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); 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.
    We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. See the ADDRESSES
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
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 Federal Aviation Administration (FAA) amends Sec.  39.13 by
removing amendment 39-5390 (51 FR 28691, August 11, 1986) and by adding
the following new airworthiness directive (AD):

2009-25-11 Boeing: Amendment 39-16131. Docket No. FAA-2009-0682;
Directorate Identifier 2008-NM-200-AD.

Effective Date

    (a) This AD becomes effective January 14, 2010.

Affected ADs

    (b) This AD supersedes AD 86-18-01, Amendment 39-5390.

Applicability

    (c) This AD applies to Boeing Model 747-100, 747-100B, 747-100B
SUD, 747-200B, 747-300, 747-400, 747SR, and 747SP series airplanes,
certificated in any category, as identified in Boeing Alert Service
Bulletin 747-53A2749, dated September 25, 2008.

Subject

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

Unsafe Condition

    (e) This AD results from a report of a crack found in a body
frame with a tapered side guide bracket at fuselage station 1800,
located on the left side between stringers 39 and 40; the frame was
severed. The Federal Aviation Administration is issuing this AD to
detect and correct the loss of structural integrity of the fuselage,
which could result in rapid depressurization of the airplane.

Compliance

    (f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.

Restatement of Requirements of AD 86-18-01, With Revised Service
Information

Repetitive Inspections

    (g) For airplanes listed in Boeing Alert Service Bulletin 747-
53A2237, Revision 1, dated March 28, 1986: Perform a detailed visual
inspection for frame cracking from fuselage section 540 to 760, and
1820 to 1900, stringers 35 left to 42 left, in accordance with
Section III of Boeing Alert Service Bulletin 747-53A2237, Revision
1, dated March 28, 1986. Do the inspection at the time specified in
paragraph (g)(1), (g)(2), or (g)(3) of this AD, as applicable. If
any crack is found, before further flight, repair in accordance with
a method approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA, or using a method approved in accordance with the
procedures specified in paragraph (p) of this AD. Repeat the
inspection at intervals not to exceed 3,000 landings until the
terminating action specified in paragraph (g)(4) or (k) of this AD
is performed.
    (1) Within 300 landings for airplanes that have accumulated more
than 12,000 landings on September 17, 1986 (the effective date of AD
86-18-01, amendment 39-5390).
    (2) Within 800 landings for airplanes that have accumulated
10,000 to 12,000 landings on September 17, 1986.
    (3) Within 800 landings or prior to the accumulation of 10,000
landings, whichever occurs later, for airplanes that have
accumulated less than 10,000 landings on September 17, 1986.
    (4) Modification of the frames before the effective date of this
AD in accordance with Boeing Alert Service Bulletin 747-53A2237,
Revision 1, dated March 28, 1986, constitutes terminating action for
the repetitive inspections required by paragraph (g) of this AD.
    (h) For airplanes listed in Boeing Alert Service Bulletin 747-
53A2259, Revision 1, dated April 18, 1986: Perform a visual
inspection of cargo side guide support brackets from fuselage
station 1500 to 1800, right and left hand side, for a proper
machined taper in accordance with Section III of Boeing Alert
Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986. Do
the inspection at the time specified in paragraph (h)(1), (h)(2), or
(h)(3) of this AD, as applicable. If any cargo side guide support
bracket is improperly tapered, before further flight, perform a
detailed visual inspection of the frame area adjacent to the
untapered bracket for cracking in accordance with Boeing Alert
Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986. If
any crack is found, before further flight, repair in accordance with
a method approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA, or using a method approved in accordance with the
procedures specified in paragraph (p) of this AD. Repeat the
detailed visual inspection at intervals not to exceed 3,000 landings
until the terminating action specified in paragraph (h)(4) of this
AD is performed. Accomplishment of the inspections required by
paragraph (k) of this AD terminates the inspections required by this
paragraph.
    (1) Within 300 landings for airplanes that have accumulated more
than 12,000 landings on September 17, 1986 (the effective date of AD
86-18-01, amendment 39-5390).
    (2) Within 800 landings for airplanes that have accumulated
10,000 to 12,000 landings on September 17, 1986.
    (3) Within 800 landings or prior to the accumulation of 10,000
landings, whichever occurs later, for airplanes that have
accumulated less than 10,000 landings on September 17, 1986.
    (4) Installation of a tapered strap adjacent to the affected
brackets before the effective date of this AD in accordance with
Boeing Alert Service Bulletin 747-53A2259, Revision 1, dated April
18, 1986, constitutes terminating action for the repetitive
inspections required by paragraph (h) of this AD.
    (i) For Boeing Model 747SR airplanes only, based on continued
mixed operation of cabin pressure differentials, the initial
inspection thresholds and reinspection intervals specified in AD 86-
18-01 may be multiplied by a 1.2 adjustment factor. This provision
is not applicable to paragraphs (k), (m), and (n) of this AD.
    (j) For the purposes of complying with AD 86-18-01, the number
of landings may be determined to equal the number of pressurization
cycles where the cabin pressure differential was greater than 2.0
pounds per square inch. This provision is not applicable to
paragraphs (k), (m), and (n) of this AD.

New Requirements of This AD

Repetitive Inspections

    (k) For airplanes identified in Boeing Alert Service Bulletin
747-53A2749, dated September 25, 2008, that have accumulated 22,000
or fewer total flight cycles as of the effective date of this AD: Do
initial and repetitive detailed inspections for frame cracking from
fuselage body stations 1500 to 1800, stringers 39 to 40, by doing
all the actions specified in the Accomplishment Instructions of
Boeing Alert Service Bulletin 747-53A2749, dated September 25, 2008,
except as required by paragraph (l) of this AD. Do the inspections
and corrective actions at the times specified in paragraph 1.E. of
Boeing Alert Service Bulletin 747-53A2749, dated September 25, 2008,
except as required by paragraphs (m) and (n) of this AD.
Accomplishment of the inspections required by this paragraph
terminates the inspections required by paragraph (h) of this AD.

Exceptions to Service Bulletin Procedures

    (l) If any crack is found during any inspection required by this
AD, and Boeing Alert Service Bulletin 747-53A2749, dated

September 25, 2008, specifies to contact Boeing for appropriate
action: Before further flight, repair the crack using a method
approved in accordance with the procedures specified in paragraph
(p) of this AD.
    (m) Where Boeing Alert Service Bulletin 747-53A2749, dated
September 25, 2008, specifies a compliance time after the date of
the service bulletin, this AD requires compliance within the
specified compliance time after the effective date of this AD.
    (n) Where Boeing Alert Service Bulletin 747-53A2749, dated
September 25, 2008, specifies a compliance time related to
accomplishing an action ``as given in Boeing Service Bulletin 747-
53A2259,'' this AD requires compliance within the specified
compliance time after the applicable compliance time required by
paragraph (h) of this AD.

Terminating Action

    (o) Accomplishing the repetitive frame inspections required by
AD 2006-05-02, amendment 39-14499; or AD 2005-20-30, amendment 39-
14327; terminates the inspections required by paragraphs (g), (h),
and (k) of this AD.

Alternative Methods of Compliance (AMOCs)

    (p)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Ivan Li, Aerospace Engineer, Airframe Branch, ANM-120S, FAA,
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; telephone<PHONE_NUMBER>; fax (425)
917-6590; or, e-mail information to 9-ANM-Seattle-ACO-AMOC-
<EMAIL_ADDRESS>    (2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
    (3) AMOCs approved previously in accordance with paragraph (A)
of AD 86-18-01, are approved as alternative methods of compliance
with the corresponding requirements of paragraph (g) of this AD.
    (4) AMOCs approved previously in accordance with paragraph (B)
of AD 86-18-01, are approved as alternative methods of compliance
with the corresponding requirements of paragraph (h) of this AD.
    (5) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Commercial Airplanes
Delegation Option Authorization Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the repair must meet the certification basis
of the airplane and the approval must specifically refer to this AD.

Material Incorporated by Reference

    (q) You must use the service information contained in Table 1 of
this AD, as applicable, to do the actions required by this AD,
unless the AD specifies otherwise.

                                   Table 1--Material Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
                 Document                            Revision                              Date
----------------------------------------------------------------------------------------------------------------
Boeing Alert Service Bulletin 747-53A2237  1...........................  March 28, 1986.
Boeing Alert Service Bulletin 747-53A2259  1...........................  April 18, 1986.
Boeing Alert Service Bulletin 747-53A2749  Original....................  September 25, 2008.
----------------------------------------------------------------------------------------------------------------

Boeing Alert Service Bulletin 747-53A2259, Revision 1, dated April
18, 1986, contains the following effective pages:

----------------------------------------------------------------------------------------------------------------
                Page Nos.                  Revision level shown on page             Date shown on page
----------------------------------------------------------------------------------------------------------------
2, 3, 5, 6, 9-11, 15, 16, 18-24..........  Original....................  March 28, 1986.
1, 4, 7, 8, 12-14, 17, 25, 26............  Revision 1..................  April 18, 1986.
----------------------------------------------------------------------------------------------------------------

    (1) The Director of the Federal Register approved the
incorporation by reference of the service information under 5 U.S.C.
552(a) and 1 CFR part 51.
    (2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1, fax<PHONE_NUMBER>; e-mail
<EMAIL_ADDRESS>Internet https://www.myboeingfleet.com.
    (3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call<PHONE_NUMBER> or<PHONE_NUMBER>.
    (4) You may also review copies of the 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<PHONE_NUMBER>, or go to: http://
www.archives.gov/federal_register/code_of_federal_regulations/
ibr_locations.html.

    Issued in Renton, Washington, on December 1, 2009.
Michael J. Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-29222 Filed 12-9-09; 8:45 am]

BILLING CODE 4910-13-P


[Federal Register Volume 84, Number 201 (Thursday, October 17, 2019)]
[Rules and Regulations]
[Pages 55495-55498]
[FR Doc No: 2019-22565]

========================================================================
Rules and Regulations
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by the Superintendent of Documents.

========================================================================

Federal Register / Vol. 84, No. 201 / Thursday, October 17, 2019 /
Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2019-0404; Product Identifier 2019-NM-007-AD; Amendment
39-19754; AD 2019-20-01]
RIN 2120-AA64

Airworthiness Directives; Airbus SAS Airplanes

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

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding Airworthiness Directive (AD) 2018-26-
07, which applied to all Airbus SAS Model A350-941 and -1041 airplanes.
AD 2018-26-07 required repetitive greasing of the thrust reverser
actuators (TRAs), dispatch restrictions, and maintenance procedure
revisions. This AD requires actions specified in a European Union
Aviation Safety Agency (EASA) AD, which is incorporated by reference.
This AD was prompted by the FAA's determination to add a requirement to
replace the TRAs, which AD 2018-26-07 specified was not required at the
time to provide the opportunity for the public to comment on the merits
of that action. The FAA is issuing this AD to address the unsafe
condition on these products.

DATES: This AD is effective November 21, 2019.
    The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of November 21,
2019.
    The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of
January 15, 2019 (83 FR 67677, December 31, 2018).

ADDRESSES: For the material incorporated by reference (IBR) in this AD,
contact the EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany;
telephone +49 221 89990 1000; email<EMAIL_ADDRESS>internet
www.easa.europa.eu. You may find this IBR material on the EASA website
at https://ad.easa.europa.eu. You may view this IBR material at the
FAA, Transport Standards 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 on the internet at
http://www.regulations.gov by searching for and locating Docket No.
FAA-2019-0404.

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-2019-
0404; 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 regulatory evaluation, 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: Kathleen Arrigotti, Aerospace
Engineer, International Section, Transport Standards Branch, FAA, 2200
South 216th St., Des Moines, WA 98198; phone and fax:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Discussion

    The EASA, which is the Technical Agent for the Member States of the
European Union, has issued EASA AD 2018-0234R2, dated September 17,
2019 (``EASA AD 2018-0234R2'') (referred to after this as the Mandatory
Continuing Airworthiness Information, or ``the MCAI''), to correct an
unsafe condition for all Airbus SAS Model A350-941 and -1041 airplanes.
    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to supersede AD 2018-26-07, Amendment 39-19538 (83 FR
67677, December 31, 2018) (``AD 2018-26-07''). AD 2018-26-07 applied to
all Airbus SAS Model A350-941 and -1041 airplanes. The NPRM published
in the Federal Register on June 6, 2019 (84 FR 26373). The NPRM was
prompted by the FAA's determination to add a requirement to replace the
TRAs, which AD 2018-26-07 specified was not required at the time to
provide the opportunity for the public to comment on the merits of that
action. The NPRM proposed to require actions specified in an EASA AD,
which is incorporated by reference.
    This AD was prompted by reports of TRAs jamming and the
determination that a one-time replacement of affected TRAs (all part
numbers) is necessary. We are issuing this AD to address jamming of the
TRAs, which could lead to an inadvertent thrust reverser sleeve
deployment, possibly resulting in reduced control or performance of the
airplane. See the MCAI for additional background information.

Comments

    The FAA gave the public the opportunity to participate in
developing this final rule. The following presents the comments
received on the NPRM and the FAA's response to each comment.

Request To Change Compliance Time for Replacement of the TRAs

    The Air Line Pilots Association, International (ALPA) stated
partial agreement with the NPRM, and disagreement with the compliance
time for replacement of the TRAs. ALPA mentioned that it had commented
on AD 2018-26-07 that, based on the required inspection intervals of
the MCAI and the low time of the affected U.S. fleet, the inclusion of
the TRA replacement would not create an increased financial or undue
burden. ALPA stated their belief that correlating the compliance time
to the effective date of the new AD instead of using the effective date
of AD 2018-26-07 is inadequate.
    The FAA infers that the commenter is requesting a change to the
compliance time for replacement of the TRAs. The FAA disagrees with the
commenter's request. As noted in AD 2018-26-07, the FAA could not
include the replacement in that AD because it was an immediately
adopted rule and the planned compliance time for the replacement
allowed enough time to provide notice and opportunity for prior public
comment on the merits of the replacement. The FAA is now issuing this
AD to require the replacement.

    The only compliance time that is based on the effective date of
this AD is specified in condition 3 in Table 3 of the MCAI. For
airplanes with condition 3, the compliance time is the later of (A)
before exceeding 2,400 flight cycles; or (B) within 250 flight cycles
or 4 months, whichever occurs first after the effective date of this
AD. Because the U.S. fleet is approximately two years younger than the
oldest airplane in the global fleet and the affected U.S. airplanes
have TRAs with a lower flight cycle age, we have determined the
additional compliance time is appropriate and provides an acceptable
level of safety. The FAA has not changed this AD in this regard.

Request To Remove Requirement To Change Master Minimum Equipment List
(MMEL)

    Delta Air Lines (DAL) requested that the FAA remove the requirement
to change the MMEL in paragraph (h)(4) of the proposed AD. DAL pointed
out that the updates required by paragraph (h)(4) of the proposed AD
have been incorporated into the FAA MMEL as of Revision 4. DAL also
mentioned that the FAA MMEL and the EASA MMEL are not identical. DAL
stated that the FAA MMEL is more restrictive and does not allow the
deactivation of both thrust reversers at the same time. DAL also stated
that the differences, combined with possible future revisions of either
the FAA MMEL or the EASA MMEL, could lead to confusion. DAL also
pointed out that U.S. operators must follow the FAA MMEL.
    The FAA agrees for the reasons provided. The FAA has revised
paragraph (h)(3) of this AD to specify that the MMEL changes specified
in EASA AD 2018-0234R1 and EASA AD 2018-0234R2 are not required by this
AD, removed paragraph (h)(4) of this AD, and redesignated subsequent
paragraphs accordingly.

Changes to This AD

    Since the FAA issued the NPRM, EASA issued AD 2018-0234R2. EASA AD
2018-0234R2 refines the definition of affected TRAs and introduces a
longer interval for repetitive greasing of certain affected TRAs. The
FAA has determined that no additional work is required for airplanes on
which the requirements specified in EASA AD 2018-0234R1, dated November
13, 2018 (``EASA AD 2018-0234R1'') have been accomplished. Therefore,
the agency has revised all applicable sections in this final rule to
also specify EASA AD 2018-0234R2.
    In addition, the FAA has revised the terminology in paragraph
(h)(1) of this AD to clarify the retained requirements.

Conclusion

    The FAA reviewed the relevant data, considered the comments
received, and determined that air safety and the public interest
require adopting this final rule with the changes described previously
and minor editorial changes. The FAA has determined that these minor
changes:
     Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.
    The FAA also determined that these changes will not increase the
economic burden on any operator or increase the scope of this final
rule.

Related IBR Material Under 1 CFR Part 51

    EASA AD 2018-0234R2 describes procedures for repetitive greasing of
the TRAs, maintenance procedure revisions, and replacement of the TRAs,
among other actions.
    This AD also requires EASA AD 2018-0234R1, which the Director of
the Federal Register approved for incorporation by reference as of
January 15, 2019 (83 FR 67677, December 31, 2018).
    These documents are distinct since EASA AD 2018-0234R2 includes
updated requirements and definitions, and a longer interval for
repetitive greasing of certain affected TRAs. 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 this AD 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 11 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.
               Action                        Labor cost           Parts cost        product         operators
----------------------------------------------------------------------------------------------------------------
Retained actions from AD              10 work-hours x $85 per              $0             $850           $9,350
 2018[dash]26[dash]07.                 hour = $850.
New actions.........................  12 work-hours x $85 per             (*)          * 1,020         * 11,220
                                       hour = $1,020.
----------------------------------------------------------------------------------------------------------------
* The FAA has received no definitive data that would enable the agency to provide parts cost estimates for the
  replacement specified in this AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
    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.
    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 and
associated appliances 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) 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.

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)
2018-26-07, Amendment 39-19538 (83 FR 67677, December 31, 2018), and
adding the following new AD:

2019-20-01 Airbus SAS: Amendment 39-19754; Docket No. FAA-2019-0404;
Product Identifier 2019-NM-007-AD.

(a) Effective Date

    This AD is effective November 21, 2019.

(b) Affected ADs

    This AD replaces AD 2018-26-07, Amendment 39-19538 (83 FR 67677,
December 31, 2018) (``AD 2018-26-07'').

(c) Applicability

    This AD applies to all Airbus SAS Model A350-941 and -1041
airplanes, certificated in any category.

(d) Subject

    Air Transport Association (ATA) of America Code 78, Engine
Exhaust.

(e) Reason

    This AD was prompted by reports of thrust reverser actuators
(TRAs) jamming and the determination that a one-time replacement of
affected TRAs (all part numbers) is necessary. The FAA is issuing
this AD to address jamming of the TRAs, which could lead to an
inadvertent thrust reverser sleeve deployment, possibly resulting in
reduced control or performance of the airplane.

(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, the European Union Aviation Safety Agency (EASA)
ADs specified in paragraph (g)(1) or (2) of this AD.
    (1) EASA AD 2018-0234R1, dated November 13, 2018 (``EASA AD
2018-0234R1''). All provisions specified in EASA AD 2018-0234R1
apply in this AD.
    (2) EASA AD 2018-0234R2, dated September 17, 2019 (``EASA AD
2018-0234R2''). All provisions specified in EASA AD 2018-0234R2
apply in this AD.

(h) Exceptions to EASA AD 2018-0234R1 and EASA AD 2018-0234R2

    (1) For purposes of determining compliance with the maintenance
procedure revisions and repetitive TRA greasing requirements of this
AD: Where EASA AD 2018-0234R1 and EASA AD 2018-0234R2 refer to the
effective date of EASA AD 2018-0234R1 (November 13, 2018), this AD
requires using January 15, 2019 (the effective date of AD 2018-26-
07).
    (2) For purposes of determining compliance with the TRA
replacement requirements of this AD: Where EASA AD 2018-0234R1 and
EASA AD 2018-0234R2 refer to their effective dates or November 13,
2018 (the effective date of EASA AD 2018-0234R1), this AD requires
using the effective date of this AD.
    (3) The master minimum equipment list (MMEL) changes specified
in paragraph (1) of EASA AD 2018-0234R1 and EASA AD 2018-0234R2 are
not required by this AD.
    (4) The ``Remarks'' sections of EASA AD 2018-0234R1 and EASA AD
2018-0234R2 do not apply to this AD.
    (5) Where EASA AD 2018-0234R1 and EASA AD 2018-0234R2 refer to
the ``the MER,'' that document is not required by this AD, and it is
not applicable to U.S. operators.

(i) No Reporting Requirement

    Although the service information referenced in EASA AD 2018-
0234R1 and EASA AD 2018-0234R2 specifies to submit certain
information to the manufacturer, this AD does not include that
requirement.

(j) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager,
International Section, Transport Standards 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 International Section, send it to the attention of
the person identified in paragraph (k) of this AD. Information may
be emailed to<EMAIL_ADDRESS>Before using any
approved AMOC, notify your appropriate principal inspector, or
lacking a principal inspector, the manager of the local flight
standards district office/certificate holding district office.
    (2) Contacting the Manufacturer: For any requirement in this AD
to obtain instructions from a manufacturer, the instructions must be
accomplished using a method approved by the Manager, International
Section, Transport Standards Branch, FAA; or EASA; or Airbus SAS's
EASA Design Organization Approval (DOA). If approved by the DOA, the
approval must include the DOA-authorized signature.
    (3) Required for Compliance (RC): For any service information
referenced in EASA AD 2018-0234R1 or EASA AD 2018-0234R2 that
contains RC procedures and tests: Except as specified by paragraph
(j)(2) of this AD, RC procedures and tests must be done to comply
with this AD; any procedures or tests that are not identified as RC
are recommended. Those procedures and tests that are not identified
as RC may be deviated from using accepted methods in accordance with
the operator's maintenance or inspection program without obtaining
approval of an AMOC, provided the procedures and tests identified as
RC can be done and the airplane can be put back in an airworthy
condition. Any substitutions or changes to procedures or tests
identified as RC require approval of an AMOC.

(k) Related Information

    For more information about this AD, contact Kathleen Arrigotti,
Aerospace Engineer, International Section, Transport Standards
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; phone and
fax:<PHONE_NUMBER>.

(l) 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
November 21, 2019.
    (i) European Union Aviation Safety Agency (EASA) AD 2018-0234R2,
dated September 17, 2019.
    (ii) [Reserved]
    (4) The following service information was approved for IBR on
January 15, 2019 (83 FR 67677, December 31, 2018).
    (i) European Aviation Safety Agency (EASA) AD 2018-0234R1, dated
November 13, 2018.
    (ii) [Reserved]
    (5) For EASA ADs 2018-0234R1 and 2018-0234R2, contact the EASA,
Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221
89990 6017; email<EMAIL_ADDRESS>Internet www.easa.europa.eu.
You may find this EASA AD on the EASA website at https://ad.easa.europa.eu.
    Note 1 to paragraph (l)(5): EASA AD 2018-0234R1 can be accessed
in the zipped file at the bottom of the web page for EASA AD

2018-0234R2. When EASA posts a revised AD on their website, they
watermark the previous AD as ``Revised,'' alter the file name by
adding ``_revised'' to the end, and move it into a zipped file
attached at the bottom of the AD web page.
    (6) You may view this material at the FAA, Transport Standards
Branch, 2200 South 216th St., Des Moines, WA. For information on the
availability of this material at the FAA, call<PHONE_NUMBER>. AD
2018-0234R1 and 2018-0234R2 may be found in the AD docket on the
internet at http://www.regulations.gov by searching for and locating
Docket No. FAA-2019-0404.
    (7) 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, call 202-
741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Des Moines, Washington, on September 3, 2019.
Michael Kaszycki,
Acting Manager, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2019-22565 Filed 10-16-19; 8:45 am]
 BILLING CODE 4910-13-P