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Federal Register / Vol. 86, No. 150 / Monday, August 9, 2021 / Proposed Rules
summarizing each substantive verbal contact received about this proposed AD.
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 Shahram Daneshmandi, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198;
telephone and fax 2062313220; email shahram.daneshmandi@faa.gov. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking.

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Background The FAA issued AD 20182516, Amendment 3919527 83 FR 64441, December 17, 2018 AD 20182516, for certain Airbus Defense and Space S.A. Model CN235, CN235200, and CN235300 airplanes. AD 20182516
requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations.
The FAA issued AD 20182516 to address fatigue cracking, damage, and corrosion in principal structural elements; such fatigue cracking, damage, and corrosion could result in reduced structural integrity of the airplane.
Actions Since AD 20182516 Was Issued Since the FAA issued AD 201825
16, the FAA has determined that new or more restrictive airworthiness limitations, including inspections for discrepancies cracking of certain structural elements, are necessary.
EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 20200251, dated November 11, 2020 EASA AD
20200251 also referred to as the
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Mandatory Continuing Airworthiness Information, or the MCAI, to correct an unsafe condition for all Airbus Defense and Space S.A. Model CN235, CN
235100, CN235200, and CN235
300 airplanes. EASA AD 20200251
states that it requires repetitive inspections of certain structural elements, which are currently specified in an alert operators transmission AOT. EASA AD 20200251 further states that those inspections will be added to the airworthiness limitations document when that document is next revised. Airplanes with an original airworthiness certificate or original export certificate of airworthiness issued after March 20, 2018, must comply with the airworthiness limitations specified as part of the approved type design and referenced on the type certificate data sheet; this AD
therefore does not include those airplanes in the requirement to revise the existing maintenance or inspection program.
This proposed AD was prompted by a determination that new or more restrictive airworthiness limitations, including inspections for discrepancies cracking of certain structural elements, are necessary. The FAA is proposing this AD to address fatigue cracking, damage, and corrosion in principal structural elements; such fatigue cracking, damage, and corrosion could result in reduced structural integrity of the airplane. See the MCAI for additional background information.
Related Service Information Under 1
CFR Part 51
EASA AD 20200251 describes new or more restrictive airworthiness limitations for airplane systems, structural inspections, safe life structural items, and safe life system items. EASA AD 20200251 also describes repetitive inspections for discrepancies cracking of certain structural elements and corrective action repair. 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.
FAAs Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to the FAAs bilateral agreement with the State of Design Authority, the FAA has been notified of the unsafe condition described in the MCAI and service information referenced above. The FAA

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is proposing this AD because the FAA
has evaluated all pertinent information and determined an unsafe condition exists and is likely to exist or develop on other products of the same type design.
Proposed AD Requirements This proposed AD would require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, and repetitive inspections for discrepancies cracking of certain structural elements and corrective actions, which are specified in EASA AD 20200251 described previously, as proposed for incorporation by reference. Any differences with EASA AD 20200251
are identified as exceptions in the regulatory text of this AD.
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
91.403c. 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 91.403c, the operator must request approval for an alternative method of compliance AMOC
according to paragraph k1 of this proposed AD.
Explanation of Required Compliance Information In the FAAs ongoing efforts to improve the efficiency of the AD
process, the FAA initially worked with Airbus and EASA to develop a process to use certain EASA ADs as the primary source of information for compliance with requirements for corresponding FAA ADs. The FAA has since coordinated with other manufacturers and civil aviation authorities CAAs to use this process. As a result, EASA AD
20200251 will be incorporated by reference in the FAA final rule. This proposed AD would, therefore, require compliance with EASA AD 20200251
in its entirety, through that incorporation, except for any differences identified as exceptions in the regulatory text of this proposed AD.
Using common terms that are the same as the heading of a particular section in the EASA AD does not mean that operators need comply only with that section. For example, where the AD
requirement refers to all required actions and compliance times, compliance with this AD requirement is not limited to the section titled
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