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

[Federal Register Volume 91, Number 65 (Monday, April 6, 2026)]
[Rules and Regulations]
[Pages 17129-17132]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2026-06628]



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                                                Federal Register
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Federal Register / Vol. 91, No. 65 / Monday, April 6, 2026 / Rules 
and Regulations

[[Page 17129]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2025-2547; Project Identifier MCAI-2025-00242-T; 
Amendment 39-23299; AD 2026-07-04]
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 
certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-
1A11 airplanes. This AD was prompted by a report that, during a quality 
check in production, it was found that some of the tie rods supporting 
the overhead stowage compartments in the passenger cabin did not have 
enough thread engagement of the turnbuckle into the tie rod. This AD 
requires an inspection for proper thread engagement of the tie rods 
and, if necessary, adjustment of the tie rod engagement. The FAA is 
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective May 11, 2026.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of May 11, 
2026.

ADDRESSES: 
    AD Docket: You may examine the AD docket at regulations.gov under 
Docket No. FAA-2025-2547; 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.
    Material Incorporated by Reference:
    <bullet> For Transport Canada material identified in this AD, 
contact Transport Canada, Transport Canada National Aircraft 
Certification, 159 Cleopatra Drive, Nepean, Ontario K1A 0N5, Canada; 
telephone 888-663-3639; email [email protected]. You may find this material on the 
Transport Canada website at tc.canada.ca/en/aviation.
    <bullet> 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 at regulations.gov under 
Docket No. FAA-2025-2547.

FOR FURTHER INFORMATION CONTACT: Camille Seay, Aviation Safety 
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 817-
222-5149; email: [email protected].

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 certain Airbus Canada 
Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The 
NPRM was published in the Federal Register on September 16, 2025 (90 FR 
44587). The NPRM was prompted by AD CF-2025-11, dated March 3, 2025 
(Transport Canada AD CF-2025-11) (also referred to as the MCAI), issued 
by Transport Canada, which is the aviation authority for Canada. The 
MCAI states that during a quality check in production, it was found 
that some of the tie rods supporting the overhead stowage compartments 
in the passenger cabin did not have enough thread engagement of the 
turnbuckle into the tie rod. Further investigation of this deficiency 
determined that all overhead stowage compartments in the passenger 
cabin have the potential to be affected by this deficiency. The 
affected tie rods support the overhead stowage compartments during an 
emergency landing and if the tie rods become disengaged, the overhead 
stowage compartments have the potential of impacting occupants of the 
passenger cabin, resulting in serious injuries and possibly impeding 
passenger and crew egress during emergency evacuation.
    In the NPRM, the FAA proposed to require an inspection for proper 
thread engagement of the tie rods and, if necessary, adjustment of the 
tie rod engagement, as specified in Transport Canada AD CF-2025-11. The 
FAA is issuing this AD to address the unsafe condition on these 
products.
    You may examine the MCAI in the AD docket at regulations.gov under 
Docket No. FAA-2025-2547.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from three individuals who supported the 
NPRM without change.
    The FAA received additional comments from the Citizens Rulemaking 
Alliance and Delta Air Lines (Delta). The following presents the 
comments received on the NPRM and the FAA's response to each comment.

Request To Clarify the Requirements for Tie Rod Engagement Adjustments

    Delta requested that the FAA revise paragraph (h)(2) of the 
proposed AD to clarify that tie rod engagement adjustments must be done 
before further flight after the inspection, if the inspection reveals 
improper tie rod engagement. Delta stated the exception in the proposed 
AD can be misinterpreted to mean all tie rod engagement adjustments 
must be done on every airplane, regardless of whether the tie rods are 
found to be properly engaged during the inspection. Delta noted 
Transport Canada AD CF-2025-11 specifies to adjust the tie rod 
engagement if the tie rod is found to have inadequate thread 
engagement. Delta presumed that if the tie rods pass the inspection, no 
further action is required.
    The FAA agrees that tie rod engagement adjustments must be done 
before further flight after the inspection, only if thread engagement 
is found to be inadequate during the inspection. The FAA has revised 
paragraph (h)(2) of this AD accordingly.

[[Page 17130]]

Request To Justify Forgoing Notice and Comment or Issue an NPRM

    The commenter requested that the FAA either provide its 
justification for finding good cause to bypass notice and comment 
procedures, convert this action to an NPRM, or extend the comment 
period and defer the compliance dates and enforcement until after 
comments are analyzed. The commenter asserted the FAA has not 
adequately justified use of the good cause exemption.
    The FAA notes the comment was submitted in response to an NPRM for 
which the FAA provided a 45-day comment period. This final rule is 
effective 35 days after its publication in the Federal Register. 
Therefore, no change to this AD is necessary.

Request To Comply With the Paperwork Reduction Act (PRA)

    The commenter requested that the FAA revise the AD to comply with 
the PRA if reporting is required or remove any reporting provisions 
until PRA requirements are satisfied. If reporting is not required, the 
commenter requested the FAA clarify that in the AD.
    The FAA notes this AD does not require reporting. If an AD were to 
require reporting, the preamble of the AD would include a paragraph 
titled ``Paperwork Reduction Act'' that would provide the applicable 
OMB control number, required PRA statements, and the estimated time to 
collect the required information (burden). Any costs associated with 
the reporting requirement would be included in the Costs of Compliance 
section in the preamble of the AD. Therefore, the FAA did not change 
this AD as a result of this comment.

Request To Consider Impact on Small Entities

    The commenter requested that the FAA add to the AD docket the 
number of small entities operating affected airplanes and the factual 
basis for the FAA's Regulatory Flexibility Act (RFA) certification that 
the AD will not impact a substantial number of small entities.
    The FAA provides the following clarification. The RFA of 1980 (5 
U.S.C. 601-612), as amended by the Small Business Regulatory 
Enforcement Fairness Act of 1996 (Pub. L. 104-121) and the Small 
Business Jobs Act of 2010 (Pub. L. 111-240), requires Federal agencies 
to consider the effects of the regulatory action on small business and 
other small entities and to minimize any significant economic impact. 
The term ``small entities'' comprises small businesses and not-for-
profit organizations that are independently owned and operated and are 
not dominant in their fields, and governmental jurisdictions with 
populations of less than 50,000.
    The FAA identified two air carriers and two corporate trustees that 
will be affected by this AD. Based on the Small Business Administration 
size standard for air carriers and corporate trustees, all four 
entities are large businesses:

                      Small Business Size Standards
------------------------------------------------------------------------
     NAICS \2\ code            Description            Size standard
------------------------------------------------------------------------
481111..................  Scheduled Passenger   1,500 employees.
                           Air Transportation.
523991..................  Trust, Fiduciary,     $47.0 million.
                           and Custody
                           Activities.
------------------------------------------------------------------------
\1\ Source: U.S. Small Business Administration, Table of Small Business
  Size Standards, https://www.sba.gov/sites/default/files/2023-06/Table%20of%20Size%20Standards_Effective%20March%2017%2C%202023%20%282%29.pdf.
\2\ North American Industrial Classification System.

    If an agency determines that a rulemaking will not result in a 
significant economic impact on a substantial number of small entities, 
the head of the agency may so certify under section 605(b) of the RFA. 
Therefore, as provided in section 605(b) and based on the foregoing, 
the head of FAA certifies that this AD will not result in a significant 
economic impact on a substantial number of small entities. The FAA did 
not change this AD as a result of this comment.

Request To Provide Additional Cost Information

    The commenter requested that the FAA add to the AD docket the cost 
methodology that supports its conclusion that the AD is not significant 
under Executive Order 12866 and the Unfunded Mandates Reform Act 
(UMRA). The commenter stated that the FAA should also provide the fleet 
size, per airplane labor and parts cost, and any assumed downtime or 
out-of-service impacts.
    The FAA recognizes that, in doing the actions required by an AD, 
operators might incur indirect costs in addition to the direct costs. 
The cost analysis in an AD typically describes only the direct costs of 
the specific actions required by an AD, which does not include indirect 
costs since the FAA lacks data on those costs and they vary 
significantly among operators. The number of work hours necessary to do 
the required actions of an AD is provided by the manufacturer. This 
number represents the time necessary to perform only the actions 
actually required by an AD. The cost of parts or special tools, if 
necessary, to complete the actions required by an AD is also provided 
by the manufacturer. Further, when the FAA is informed that the 
manufacturer may cover some or all of the estimated costs of an AD 
under warranty, the FAA indicates that in the AD.
    In the Cost of Compliance section of the proposed AD, the FAA 
disclosed the number of affected airplanes on the U.S. registry and 
number of estimated work hours. The FAA did not disclose an estimated 
parts cost since this AD does not require any parts. Additionally, the 
FAA considered the impact that this AD will have on affected operators 
and determined this AD will not trigger any downtime costs because the 
requirements of this AD can be performed during regularly scheduled 
maintenance. Since the FAA has assessed and disclosed the total known 
costs of the AD requirements in the Costs of Compliance section of the 
proposed AD, and the commenter did not provide additional cost data for 
the FAA to consider in its cost analysis, it is not necessary to 
provide additional information in the AD docket. The FAA did not change 
this AD as a result of this comment.

Conclusion

    These products have been approved by the civil aviation authority 
of another country and are approved for operation in the United States. 
Pursuant to the FAA's bilateral agreement with this State of Design 
Authority, that authority has notified the FAA of the unsafe condition 
described in the MCAI referenced above. The FAA reviewed the relevant 
data, considered any comments received, and determined that air safety 
requires adopting this AD as proposed. Accordingly, the FAA is issuing 
this AD to address the unsafe condition on these products. Except for 
minor editorial changes, and any other

[[Page 17131]]

changes described previously, this AD is adopted as proposed in the 
NPRM. None of the changes will increase the economic burden on any 
operator.

Material Incorporated by Reference Under 1 CFR Part 51

    The FAA reviewed Transport Canada AD CF-2025-11, which specifies 
procedures for inspecting for proper thread engagement of the affected 
tie rods, and if the thread engagement is inadequate, adjustment of the 
tie rod engagement.
    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.

Costs of Compliance

    The FAA estimates that this AD affects 80 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
----------------------------------------------------------------------------------------------------------------
12 work-hours x $85 per hour = $1,020...............         None              $1,020                   $81,600
----------------------------------------------------------------------------------------------------------------

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

                 Estimated Costs of On-Condition Actions
------------------------------------------------------------------------
              Labor cost                 Parts cost    Cost per product
------------------------------------------------------------------------
1 work-hour x $85 per hour = $85......         None                 $85
------------------------------------------------------------------------

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:

2026-07-04 Airbus Canada Limited Partnership (Type Certificate 
Previously Held by C Series Aircraft Limited Partnership (CSALP); 
Bombardier, Inc.): Amendment 39-23299; Docket No. FAA-2025-2547; 
Project Identifier MCAI-2025-00242-T.

(a) Effective Date

    This airworthiness directive (AD) is effective May 11, 2026.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to 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, as identified in Transport 
Canada AD CF-2025-11, dated March 3, 2025 (Transport Canada AD CF-
2025-11).

(d) Subject

    Air Transport Association (ATA) of America Code 25, Equipment/
Furnishings.

(e) Unsafe Condition

    This AD was prompted by a report that, during a quality check in 
production, it was found that some of the tie rods supporting the 
overhead stowage compartments in the passenger cabin did not have 
enough thread engagement of the turnbuckle into the tie rod. The FAA 
is issuing this AD to address affected tie rods that could disengage 
during an emergency landing. The unsafe condition, if not addressed, 
could result in the overhead stowage compartments impacting 
occupants of the passenger cabin, resulting in serious injuries and 
possibly impeding passenger and crew egress during emergency 
evacuation.

(f) Compliance

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

(g) Requirements

    Except as specified in paragraph (h) of this AD: Comply with all 
required actions and compliance times specified in, and in 
accordance with, Transport Canada AD CF-2025-11.

[[Page 17132]]

(h) Exceptions to Transport Canada AD CF-2025-11

    (1) Where Transport Canada AD CF-2025-11 refers to its effective 
date, this AD requires using the effective date of this AD.
    (2) Where Transport Canada AD CF-2025-11 specifies ``if the tie 
rod is found to have inadequate thread engagement, adjust the tie 
rod engagement'', this AD requires replacing that text with ``if the 
tie rod is found to have inadequate thread engagement, adjust the 
tie rod engagement before further flight after the inspection''.

(i) Additional AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, AIR-
520, Continued Operational Safety 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 Operational Safety Branch, send it to the attention of the 
person identified in paragraph (j) of this AD and email to: 
[email protected]. 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, AIR-520, 
Continued Operational Safety Branch, FAA; or Transport Canada; or 
Airbus Canada Limited Partnership's Transport Canada Design Approval 
Organization (DAO). If approved by the DAO, the approval must 
include the DAO-authorized signature.
    (3) Required for Compliance (RC): Except as required by 
paragraph (i)(2) of this AD, if any material contains procedures or 
tests that are identified as RC, those 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.

(j) Additional Information

    For more information about this AD, contact Camille Seay, 
Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 
98198; phone: 817-222-5149; email: [email protected].

(k) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference of the material listed in this paragraph 
under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this material as applicable to do the actions 
required by this AD, unless this AD specifies otherwise.
    (i) Transport Canada AD CF-2025-11, dated March 3, 2025.
    (ii) [Reserved]
    (3) For Transport Canada material identified in this AD, contact 
Transport Canada, Transport Canada National Aircraft Certification, 
159 Cleopatra Drive, Nepean, Ontario K1A 0N5, Canada; telephone 888-
663-3639; email [email protected]. You may find this material on 
the Transport Canada website at 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 at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].

    Issued on March 25, 2026.
Lona C. Saccomando,
Acting Deputy Director, Integrated Certificate Management Division, 
Aircraft Certification Service.
[FR Doc. 2026-06628 Filed 4-3-26; 8:45 am]
BILLING CODE 4910-13-P

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