Home/Federal/Federal Register/2022-20488

Rule2022-20488

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

Primary source

Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.

Published

September 22, 2022

Effective

October 27, 2022

Issuing agencies

Transportation DepartmentFederal Aviation Administration

Abstract

The FAA is adopting a new airworthiness directive (AD) for all Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. This AD was prompted by reports of in-service findings of corrosion on the flange of the main landing gear (MLG) lower spindle pin. This AD requires repetitive inspections of the left and right MLG lower spindle pins to detect corrosion, and applicable repair or replacement if necessary, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.

Full Text

<html>
<head>
<title>Federal Register, Volume 87 Issue 183 (Thursday, September 22, 2022)</title>
</head>
<body><pre>
[Federal Register Volume 87, Number 183 (Thursday, September 22, 2022)]
[Rules and Regulations]
[Pages 57799-57804]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-20488]

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-1076; Project Identifier MCAI-2021-00560-T;
Amendment 39-22178; AD 2022-19-09]
RIN 2120-AA64

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

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11
airplanes. This AD was prompted by reports of in-service findings of
corrosion on the flange of the main landing gear (MLG) lower spindle
pin. This AD requires repetitive inspections of the left and right MLG
lower spindle pins to detect corrosion, and applicable repair or
replacement if necessary, as specified in a Transport Canada Civil
Aviation (TCCA) AD, which is incorporated by reference. The FAA is
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective October 27, 2022.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of October 27,
2022.

ADDRESSES: For material incorporated by reference (IBR) in this AD,
contact TCCA, Transport Canada National Aircraft Certification, 159
Cleopatra Drive, Nepean, Ontario, K1A 0N5, Canada; telephone 888-663-
3639; email <a href="/cdn-cgi/l/email-protection#b6f7f29bf5f8f6c2d598d1d598d5d7">[email&#160;protected]</a>; internet tc.canada.ca/en/aviation. You may
view this material at the FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call 206-
231-3195. It is also available in the AD docket at <a href="http://regulations.gov">regulations.gov</a> by
searching for and locating Docket No. FAA-2021-1076.

Examining the AD Docket

You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> by searching for
and locating Docket No. FAA-2021-1076; 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 mandatory
continuing airworthiness information (MCAI), 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: Chirayu Gupta, Aerospace Engineer,
Mechanical Systems and Administrative Services Section, FAA, New York
ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590;
telephone 516-228-7300; fax 516-794-5531; email <a href="/cdn-cgi/l/email-protection#043d29657277296a7d65676b29676b77446265652a636b72">[email&#160;protected]</a>.

SUPPLEMENTARY INFORMATION:

Background

The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all Airbus Canada
Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The
NPRM published in the Federal Register on December 27, 2021 (86 FR
73194). The NPRM was prompted by reports of in-service findings of
corrosion on the flange of the MLG lower spindle pin. The NPRM proposed
to require repetitive inspections of the left and right MLG lower
spindle pins to detect corrosion, and applicable repair or replacement
if necessary, as specified in TCCA AD CF-2021-22, issued July 5, 2021
(TCCA CF-2021-22).

[[Page 57800]]

Since the NPRM was published, TCCA issued AD CF-2021-22R1, issued
May 13, 2022 (TCCA AD CF-2021-22R1) (also referred to as the MCAI).
TCCA AD CF-2021-22R1 revises TCCA AD CF-2021-22 by extending the
calendar-based compliance time from 36 to 48 months for the initial
inspection. This extended compliance time was based on submissions from
the reporting requirement in TCCA AD CF-2021-22, and further analysis
of the MLG lower spindle pin. The FAA concurs that the extended
compliance time provides an acceptable level of safety to address the
identified unsafe condition. The FAA has revised this AD to refer to
TCCA AD CF-2021-22R1 as the acceptable means of compliance for
accomplishing the required actions. The FAA has determined that
providing notice and seeking comment on this change is unnecessary as
the reduced compliance time provides relief to operators. In addition,
the FAA has given credit for accomplishing actions done using TCCA AD
CF-2021-22 before the effective date of this AD in paragraph (j)(1) of
this AD.
The FAA is issuing this AD to address corrosion and subsequent
cracking of the MLG lower spindle pin, which could result in failure of
the pin, and consequent collapse of the MLG. See the MCAI for
additional background information.

Discussion of Final Airworthiness Directive

Comments

The FAA received a comment from The Air Line Pilots Association,
International (ALPA) who supported the NPRM without change.
The FAA received additional comments from Delta Air Lines (DAL).
The following presents the comments received on the NPRM and the FAA's
response to each comment.

Request To Remove or Revise Inspection Report Requirement

DAL noted that paragraph (h)(2) of the proposed AD specifies
reporting requirements to report only positive findings of the first
four inspections. DAL asked that the reporting requirement define what
is to be reported, e.g., the fleet, the aircraft, or the spindle level.
DAL also requested that paragraph (h)(2)(ii) of the proposed AD,
which requires reporting for inspections done before the effective date
of the AD, be deleted. DAL stated that operators may not have the
reporting information specified in the referenced service information
since the findings may not have been tracked. DAL stated that the
unsafe condition and corrective action were identified in TCCA AD CF-
2021-22; and therefore, the reporting requirement is not necessary.
DAL also requested that paragraph (h)(2)(i) of the proposed AD,
which requires reporting within 30 days, be deleted. DAL stated that
showing the warranty claim itself is a positive finding; therefore,
this reporting requirement would be redundant. DAL added that allowing
30 days to inspect, gather information from maintenance, and submit
reporting is not feasible. DAL noted that 90 days is more practical for
operators that operate a multitude of applicable aircraft.
The FAA infers that DAL is requesting that the FAA either remove
the reporting requirement or, if not removed, revise certain aspects of
the reporting requirement. The FAA acknowledges the commenter's
requests and has determined that, for the reasons provided by the
commenter, the reporting requirement is not necessary. Therefore, the
FAA has removed paragraph (h)(2) and its sub-paragraphs from this AD.
The FAA has also added a ``No Reporting'' paragraph to paragraph (i) of
this AD to clarify reporting is not required by this AD.

Request for Clarification of Certain Compliance Terminology

DAL asked that the FAA clarify the tracking of MLG times versus
spindle times because the affected part is the MLG spindle pin. DAL
stated that paragraphs A. and B. of Part I, ``Initial Inspection,'' of
TCCA AD CF-2021-22, start with ``MLG having accumulated . . .''
implying the time is on the MLG, not the spindle, would be tracked for
the inspection threshold. DAL added that it tracks the MLG and the
spindle and is taking the more accurate approach that the time on the
spindle is the driver for the inspections. DAL noted that the time on
the MLG and the spindles are currently the same since there have been
no MLG or spindle removals since delivery of any aircraft up to this
point. DAL stated that in the future if any spindles are replaced, the
time tracking at the spindle level would ensure continued compliance
with inspection intervals. Additionally, DAL noted that the repetitive
inspection intervals should be tracked at the spindle level, not the
MLG level.
The FAA agrees with the commenter that clarification of MLG times
versus spindle times is necessary. Although the affected part in this
AD is the MLG lower spindle pins, operators are not required to track
the MLG and spindle pin times separately. The FAA concurs with the
corrective actions section of TCCA AD CF-2021-22R1 that specifies
operators must track the time on the MLG as the only metric relating to
the spindle pin. Part 1 of TCCA AD CF-2021-22R1 indicates the
compliance times vary depending on flight cycles on the MLG and the
compliance time specified in paragraph B.1. of Part 1 states that the
times are on the MLG; thus the MLG times are the metric that govern
corrective actions. The FAA has determined that the compliance times
specified in this AD will provide an acceptable level of safety for the
identified unsafe condition. Therefore, the FAA has not changed this AD
in regard to using spindle times.
Regarding the repetitive intervals, the compliance times are also
on the MLG. Where Part II of TCCA AD CF-2021-22R1 specifies to repeat
the inspection at intervals of 3,000 flight cycles or 24 months,
whichever occurs first, those intervals are intended to be on the MLG,
i.e., at intervals of 3,000 flight cycles on the MLG or 24 months on
the MLG, whichever occurs first. The FAA confirmed with TCCA the
compliance times are on the MLG.

Request for Clarification of a Certain Compliance Time

DAL asked for clarification of the terminology ``entry into
service'' used as part of the compliance time specified in paragraph
B.1. of Part I, ``Initial Inspection,'' of TCCA AD CF-2021-22. DAL
stated that this terminology is unclear because entry into service is
not defined. DAL also stated that it assumes a spare landing gear in
storage is not considered ``in service.''
The FAA agrees to clarify the terminology ``entry into service'' as
identified in TCCA AD CF-2021-22 and TCCA AD CF-2021-22R1. To clarify,
the term ``entry into service'' is when the MLG is first put into
service on an aircraft as noted by the text ``Whichever occurs first on
the MLG'' at the beginning of paragraph B.1. of Part I, ``Initial
Inspection,'' of TCCA AD CF-2021-22 and TCCA AD CF-2021-22R1. The FAA
also notes that the time on the MLG accrues regardless if the airplane
is in storage or not. The calendar compliance time is within 48 months
after the MLG's first entry into service on an airplane. The Part I
compliance times are in relation to the MLG entry into service on an
airplane. The accumulated time is not dependent on if the MLG is
continually in use on an airplane that is in service. The FAA has added
this clarification to paragraph (h)(2) of this AD.

[[Page 57801]]

Request for Clarification of Certain Actions

DAL stated that Airbus Canada Limited Partnership Service Bulletin
BD500-321003, Issue 001, dated April 13, 2021, calls for an operational
test after the spindle is reinstalled on the aircraft per maintenance
program (AMP) Task BD500-A-J32-30-00-01AAA-320A-A, although in other
sections it specifies a functional check. DAL noted that the spindle
installation instructions in Task BD500-A-J32-11-17-01AAA-720A-A, call
for a MLG functional test per Task BD500-AJ32-11-00-01AAA-340A-A. DAL
asked for clarification of the correct terminology for the test to
avoid confusion by operators.
The FAA agrees that the name of the test done after reinstallation
of the MLG spindle should be consistent. Operational test is the
correct term for the test of the landing gear extension and retraction
done after reinstallation of the MLG spindle as specified in the
Accomplishment Instructions of Airbus Canada Limited Partnership
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021.
However, this term is not specified in this AD; therefore, the FAA has
not changed this AD in this regard.

Request for Clarification of Certain Terminology

DAL asked that the referenced service information be revised to
ensure consistent use of the terminology ``new or refurbished'' or
``repaired or refurbished'' language if Liebherr is providing
refurbished spindles to customers. DAL noted that using the term
``overhauled'' should be allowed as well.
The FAA agrees that clarification is necessary. The correct
terminology is new or refurbished spindles as specified in the Liebherr
instructions that are part of the Accomplishment Instructions of Airbus
Canada Limited Partnership Service Bulletin BD500-321003, Issue 001,
dated April 13, 2021. The terminology ``repaired'' and ``overhauled''
are not used in the Liebherr instructions that are part of the
Accomplishment Instructions of Airbus Canada Limited Partnership
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021. That
terminology is not used in this AD; therefore, the FAA has not changed
this AD in this regard.

Request To Define Visual Inspection

DAL asked that the definitions for ``visually inspect'' and
``thorough visual inspection'' specified in Airbus Canada Service
Bulletin BD500-321003, Issue 001, dated April 13, 2021, be provided to
avoid confusion with other standard inspection terminology used in the
aviation industry. DAL added that another option is that the inspection
requirements could be changed to industry standard wording.
The FAA agrees with the commenter for the reason provided. The
correct term for the ``visually inspect'' steps is ``General Visual
Inspection.'' A general visual inspection is a visual examination of an
interior or exterior area, installation, or assembly to detect obvious
damage, failure, or irregularity. This level of inspection is made from
within touching distance unless otherwise specified. A mirror may be
necessary to ensure visual access to all surfaces in the inspection
area. This level of inspection is made under normally available
lighting conditions such as daylight, hangar lighting, flashlight, or
droplight and may require removal or opening of access panels or doors.
Stands, ladders, or platforms may be required to gain proximity to the
area being checked.
The correct term for the ``thorough visual inspection'' steps is
``Detailed Inspection.'' A detailed inspection is an intensive
examination of a specific item, installation, or assembly to detect
damage, failure, or irregularity. Available lighting is normally
supplemented with a direct source of good lighting at an intensity
deemed appropriate. Inspection aids such as mirror, magnifying lenses,
etc., may be necessary. Surface cleaning and elaborate procedures may
be required.
The inspection type is not specified in requirements of this AD;
however, the FAA has revised the description of the procedures for TCCA
AD CF 2021-22R1 in the ``Related Service Information Under 1 CFR part
51'' paragraph of this final rule.

Request To Provide Guidance for Certain Procedures in the Referenced
Service Information

DAL asked that the FAA provide guidance for the procedures
specified in Airbus Canada Service Bulletin BD500-321003, Issue 001,
dated April 13, 2021, and referenced in TCCA AD CF-2021-22, which
should be revised to match the format using ``Required for Compliance
(RC)'' designations. DAL stated that the procedures section of the
Accomplishment Instructions of the referenced service information
should define ``RC'' and what must be done to comply. DAL noted that
the job set-up and close-up are recommended but can be deviated from,
done as part of other actions, or done with accepted methods different
from those given in the referenced service information, as long as the
RC section can be done, and the aircraft put back into a serviceable
condition. The referenced service information should use typical
language when calling out procedures, and specify when a procedure must
be done ``in accordance with'' versus ``referring to'' a procedure.
The FAA acknowledges the commenter's request; however, the FAA does
not make changes to service information; such changes are implemented
by the airplane manufacturer. The FAA agrees with the concept of
minimizing AD requirements when appropriate. The FAA worked in
conjunction with industry, under the Airworthiness Directive
Implementation Aviation Rulemaking Committee (AD ARC), to enhance the
AD system. One enhancement is a process for annotating which steps in
the service information are ``required for compliance'' (RC) with an
AD. Differentiating these steps from other tasks in the service
information improves an owner's/operator's understanding of AD
requirements and help provide consistent judgment in AD compliance.
In response to the AD Implementation ARC, the FAA released AC 20-
176A, dated June 16, 2014 (<a href="http://drs.faa.gov/browse/excelExternalWindow/979DDD1479E1EC6F86257CFC0052D4E9.0001">drs.faa.gov/browse/excelExternalWindow/979DDD1479E1EC6F86257CFC0052D4E9.0001</a>); and Order 8110.117A, dated June
18, 2014 (<a href="http://drs.faa.gov/browse/excelExternalWindow/D715CDFC08AC0DDC86257CFC00528297.0001">drs.faa.gov/browse/excelExternalWindow/D715CDFC08AC0DDC86257CFC00528297.0001</a>), which include the concept of
RC. The FAA implements this concept in ADs when we receive service
information containing RC steps. While some design approval holders
have implemented the RC concept, the implementation is voluntary. The
FAA does not intend to develop or revise AD requirements to incorporate
the RC concept if it is not included in the service information.
As always, if any operator prefers to address the unsafe condition
by means other than those specified in the referenced service
information, they may request approval for an alternative method of
compliance and, if approved, may use it instead of the procedures
specified in the service information.
The FAA has not changed this AD in this regard.

Acceptable Methods of Compliance

DAL asked that the FAA verify that using the installation
procedures for the spindle in the component maintenance manual (CMM) or
the AMP is an acceptable method of compliance for accomplishing the
requirements in the

[[Page 57802]]

proposed AD. DAL stated that the installation procedures in the
referenced service information differ from the procedures in those
manuals. DAL noted that using the procedures in the service information
does not have the correct consumables, including the correct lockwire,
called out and does not have the step to safety the nut to the spindle
with a cable and ferrule. DAL also stated the service information does
not have a step to safety wire the screw to the nut and does not have a
step to seal the gap between the screw and nut.
The FAA agrees to clarify when using the CMM or AMP to accomplish
the installation procedures specified in the service information
referenced in TCCA AD CF-2021-22R1 is an acceptable method of
compliance. For steps that specify actions and ``refer to'' the AMP or
other documents, the ``refer to'' means that procedure or document may
be followed to accomplish the action (e.g., the design approval
holder's procedure or document may be used, but an FAA-accepted
procedure could also be used).
However, for steps in the service information that specify to do
actions ``in accordance with'' the CMM, the ``in accordance with''
means that CMM must be followed. An operator must request an
alternative method of compliance, as specified in paragraph (k)(1) of
this AD to deviate from required actions.
Regarding the DAL comment about the service information not
containing the correct lockwire, Airbus Canada Limited Partnership
Service Bulletin BD500-321003, Issue 002, dated May 13, 2022, now
specifics the correct and more efficient equipment to be used. In
addition, Airbus Canada Limited Partnership Service Bulletin BD500-
321003, Issue 001, dated April 13, 2021, specifies that operators can
use approved alternatives.
Regarding the DAL comment that the service information does not
have a the step to safety the nut to the spindle with a cable and
ferrule, a step to safety wire the screw to the nut and a step to seal
the gap between the screw and nut, the FAA acknowledges those specific
steps are not included in Airbus Canada Limited Partnership Service
Bulletin BD500-321003, Issue 001, dated April 13, 2021. However, Airbus
Canada Limited Partnership Service Bulletin BD500-321003, Issue 002,
dated May 13, 2022, does include those steps. In order to address the
unsafe condition, operators are only required to do the actions in
accordance with the service information referenced in TCCA AD CF 2021-
22R1, which refers to Airbus Canada Limited Partnership Service
Bulletin BD500-321003, Issue 001, dated April 13, 2021. Airbus Canada
Limited Partnership Service Bulletin BD500-321003, Issue 002, dated May
13, 2022, identifies more efficient equipment to be used, missing
installation steps, and consumable materials. For operators that used
Airbus Canada Limited Partnership Service Bulletin BD500-321003, Issue
001, dated April 13, 2021, no further actions are required as that
service bulletin adequately addresses the identified unsafe condition.
The FAA has added paragraph (h)(3) to this AD to identify Airbus Canada
Limited Partnership Service Bulletin BD500-321003, Issue 002, dated May
13, 2022, as the appropriate service information because it contains
the most up-to-date instructions. In addition, the FAA added paragraph
(j)(2) of this AD to provide credit for using Airbus Canada Limited
Partnership Service Bulletin BD500-321003, Issue 001, dated April 13,
2021.

Conclusion

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

Related Service Information Under 1 CFR Part 51

TCCA AD CF-2021-22R1 specifies procedures for repetitive
inspections (including general visual inspections, detailed inspection,
liquid penetrant inspections, and nondestructive tests) of the left and
right MLG lower spindle pins for corrosion, and applicable repair or
replacement of the MLG lower spindle pin. 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 51 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:

Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Labor cost Parts cost Cost per product Cost on U.S. operators
----------------------------------------------------------------------------------------------------------------
Up to 25 work-hours x $85 per hour = $0 Up to $2,125.............. Up to $108,375 per
$2,125. inspection cycle.
----------------------------------------------------------------------------------------------------------------

The FAA estimates the following costs to do any necessary on-
condition actions that will be required based on the results of any
required actions. The FAA has no way of determining the number of
aircraft that might need these on-condition actions:

Estimated Costs of On-Condition Actions
------------------------------------------------------------------------
Labor cost Parts cost Cost per product
------------------------------------------------------------------------
Up to 3 work-hours x $85 per Up to $33,038..... Up to $33,293.
hour = $255.
------------------------------------------------------------------------

According to the manufacturer, some or all of the costs of this AD
may be covered under warranty, thereby reducing the cost impact on
affected individuals. The FAA does not control warranty coverage for
affected individuals. As a result, the FAA has included all known costs
in the cost estimate.

[[Page 57803]]

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.

Regulatory Findings

This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

The Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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

Sec. 39.13 [Amended]

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

2022-19-09 Airbus Canada Limited Partnership (Type Certificate
Previously Held by C Series Aircraft Limited Partnership (CSALP);
Bombardier, Inc.): Amendment 39-22178; Docket No. FAA-2021-1076;
Project Identifier MCAI-2021-00560-T.

(a) Effective Date

This airworthiness directive (AD) is effective October 27, 2022.

(b) Affected ADs

None.

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

(d) Subject

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

(e) Unsafe Condition

This AD was prompted by reports of in-service findings of
corrosion on the flange of the main landing gear (MLG) lower spindle
pin. The FAA is issuing this AD to address corrosion and subsequent
cracking of the MLG lower spindle pin, which could result in failure
of the pin, and consequent collapse of the MLG.

(f) Compliance

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

(g) Requirements

Except as specified in paragraphs (h) and (i) of this AD: Comply
with all required actions and compliance times specified in, and in
accordance with, Transport Canada Civil Aviation (TCCA) AD CF-2021-
22R1, issued May 13, 2022 (TCCA AD CF-2021-22R1).

(h) Exceptions to TCCA AD CF-2021-22R1

(1) Where TCCA AD CF-2021-22R1 refers to May 20, 2021, the
effective date of TCCA AD CF-2021-18, this AD requires using the
effective date of this AD.
(2) Where paragraph B.1. of Part I. ``Initial Inspection,'' of
TCCA AD CF-2021-22R1 refers to a compliance time for the main
landing gear (MLG), for this AD, the compliance time is before the
accumulation of 5,500 total flight cycles on the MLG or within 48
months after the MLG's first entry into service on an airplane,
whichever occurs first.
(3) Where TCCA AD CF-2021-22R1 refers to using certain service
information, replace the text, ``Airbus Canada SB BD500-321003 Issue
001, dated 13 April 2021,'' with ``Airbus Canada SB BD500-321003
Issue 002, dated May 13, 2022.''

(i) No Reporting Requirement

Although the service information referenced in TCCA AD CF-2021-
22R1 specifies to submit certain information to the manufacturer,
this AD does not include that requirement.

(j) Credit for Previous Actions

(1) This paragraph provides credit for the actions required by
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using TCCA AD CF-2021-22, issued July 5,
2021.
(2) This paragraph provides credit for the actions required by
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using Airbus Canada Limited Partnership
Service Bulletin BD500-321003, Issue 001, dated April 13, 2021.

(k) Additional AD Provisions

The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager, New
York ACO Branch, FAA, has the authority to approve AMOCs for this
AD, if requested using the procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your request to your principal
inspector or responsible Flight Standards Office, as appropriate. If
sending information directly to the manager of the certification
office, send it to ATTN: Program Manager, Continuing Operational
Safety, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410,
Westbury, NY 11590; phone: 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
responsible Flight Standards Office.
(2) Contacting the Manufacturer: For any requirement in this AD
to obtain instructions from a manufacturer, the instructions must be
accomplished using a method approved by the Manager, New York ACO
Branch, FAA; or TCCA; or Airbus Canada Limited Partnership's TCCA
Design Approval Organization (DAO). If approved by the DAO, the
approval must include the DAO-authorized signature.

(l) Related Information

(1) For more information about this AD, contact Chirayu Gupta,
Aerospace Engineer, Mechanical Systems and Administrative Services
Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410,
Westbury, NY 11590; telephone 516-228-7300; fax 516-794-5531; email
<a href="/cdn-cgi/l/email-protection#af9682ced9dc82c1d6ceccc082ccc0dcefc9cece81c8c0d9">[email&#160;protected]</a>.
(2) For Airbus Canada Limited Partnership service information
identified in this AD that is not incorporated by reference, contact
Airbus Canada Limited Partnership, 13100 Henri-Fabre Boulevard,
Mirabel, Qu[eacute]bec J7N 3C6, Canada; telephone 450-476-7676;
email <a href="/cdn-cgi/l/email-protection#2a4b18181a754958496a4b4849044b4358485f59">[email&#160;protected]</a>; internet <a href="http://a220world.airbus.com">a220world.airbus.com</a>. 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 206-231-3195.
(3) TCCA AD CF-2021-22, issued July 5, 2021, which is identified
in this AD and is not incorporated by reference, is available at the
addresses specified in paragraphs (m)(3) and (4) of this AD.

(m) Material Incorporated by Reference

(1) The Director of the Federal Register approved the
incorporation by reference of

[[Page 57804]]

the service information listed in this paragraph under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(i) Transport Canada Civil Aviation (TCCA) AD CF-2021-22R1,
issued May 13, 2022.
(ii) [Reserved]
(3) For TCCA AD CF-2021-22R1, contact TCCA, Transport Canada
National Aircraft Certification, 159 Cleopatra Drive, Nepean,
Ontario K1A 0N5, Canada; telephone 888-663-3639; email <a href="/cdn-cgi/l/email-protection#08494c254b46487c6b266f6b266b69">[email&#160;protected]</a>; internet tc.canada.ca/en/aviation.
(4) You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St.,
Des Moines, WA. For information on the availability of this material
at the FAA, call 206-231-3195.
(5) You may view this material that is incorporated by reference
at the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, email
<a href="/cdn-cgi/l/email-protection#0462762a6d6a77746167706d6b6a446a6576652a636b72">[email&#160;protected]</a>, or go to: <a href="http://www.archives.gov/federal-register/cfr/ibr-locations.html">www.archives.gov/federal-register/cfr/ibr-locations.html</a>.

Issued on September 8, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2022-20488 Filed 9-21-22; 8:45 am]
BILLING CODE 4910-13-P

</pre><script data-cfasync="false" src="/cdn-cgi/scripts/5c5dd728/cloudflare-static/email-decode.min.js"></script></body>
</html>

View on FederalRegister.gov →Plain-text source

Indexed from Federal Register on September 22, 2022.

This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.