AD 2026-17-02

55247 Federal Register / Vol. 91, No. 165 / Thursday, August 27, 2026 / Rules and Regulations –253N, –271N, –272N, –251NX, –252NX, –253NX, –271NX, –272NX, –253NY, and –271NY airplanes. (d) Subject Air Transport Association (ATA) of America Code 32, Landing Gear. (e) Unsafe Condition This AD was prompted by reports of jamming of, or inability to open, the main landing gear (MLG) door during maintenance operations. Investigations identified that certain MLG door actuators may not have been assembled correctly. The FAA is issuing this AD to address this condition, which, if not detected and corrected, could prevent the extension of the MLG, possibly resulting in significant damage to the airplane, and potentially causing a fire that will involve emergency evacuation of the passengers. (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, European Union Aviation Safety Agency (EASA) AD 2025– 0158R1, dated September 12, 2025 (EASA AD 2025–0158R1). (h) Exceptions to EASA AD 2025–0158R1 (1) Where EASA AD 2025–0158R1 refers to August 4, 2025 (the effective date of EASA AD 2025–0158, dated July 21, 2025), this AD requires using the effective date of this AD. (2) Where paragraph (4) of EASA AD 2025– 0158R1 refers to November 22, 2024 (the effective date of EASA AD 2024–0216, dated November 15, 2024), this AD requires using the effective date of this AD. (3) Where EASA AD 2025–0158R1 defines a serviceable part as an ‘‘MLG door actuator, eligible for installation in accordance with Airbus instructions, which is not an affected part’’, this AD requires replacing that text with ‘‘MLG door actuator, eligible for installation, which is not an affected part’’. (4) Where paragraphs (1) and (2) of EASA AD 2025–0158R1 specify to accomplish an inspection ‘‘in accordance with the instructions of the AOT’’, this AD requires replacing that text with ‘‘in accordance with step 5.6.2 of the instructions of the AOT’’. (5) Where paragraph (3) of EASA AD 2025– 0158R1 specifies ‘‘any discrepancy on an affected MLG door (1 or 2) is detected, as defined in the AOT’’, this AD requires replacing that text with ‘‘any MLG door actuator that does not meet all the results specified in the table in paragraph 5.6.2.2 in the referenced AOT’’. (6) This AD does not adopt the ‘‘Remarks’’ section of EASA AD 2025–0158R1. (i) No Reporting or Return of Parts Requirement Although the material referenced in EASA AD 2025–0158R1 specifies to submit certain information and send removed parts to the manufacturer, this AD does not include that requirement. (j) 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 Continued Operational Safety Branch, send it to the attention of the person identified in paragraph (k) of this AD and email to: AMOC@faa.gov . 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 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): Except as required by paragraphs (i) and (j)(2) of this AD, if any material referenced in EASA AD 2025–0158R1 contains paragraphs that are labeled as RC, the instructions in RC paragraphs, including subparagraphs under an RC paragraph must be done to comply with this AD; any paragraphs, including subparagraphs under those paragraphs, that are not identified as RC are recommended. The instructions in paragraphs, including subparagraphs under those paragraphs, 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 instructions identified as RC can be done and the airplane can be put back in an airworthy condition. Any substitutions or changes to instructions identified as RC require approval of an AMOC. (k) Additional Information For more information about this AD, contact Dan Rodina, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231–3225; email: dan.rodina@faa.gov. (l) 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) European Union Aviation Safety Agency (EASA) AD 2025–0158R1, dated September 12, 2025. (ii) [Reserved] (3) For EASA material identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000; email ADs@easa.europa.eu. You may find this material on the EASA website at ad.easa.europa.eu. (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 fr.inspection@nara.gov. Issued on August 21, 2026. Brian Knaup, Acting Deputy Director, Integrated Certificate Management Division, Aircraft Certification Service. [FR Doc. 2026–17551 Filed 8–26–26; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2026–2295; Project Identifier AD–2025–01361–T; Amendment 39–23445; AD 2026–17–02] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787–8, 787–9, and 787–10 airplanes. This AD was prompted by a Boeing investigation for manufacturing errors and excessive preload forces at the lower side of body (SOB) splice plates common to the lower outboard wing skins. That investigation concluded that shim gaps may have exceeded engineering allowances, and high pull up forces on the components may cause fatigue cracks to form at the fastener holes. This AD requires, depending on configuration, repetitive ultrasonic (UT) inspections at certain splice plates, rear spar terminal fittings, lower chords, front spar terminal fittings, and jack pads for any cracks; repetitive detailed inspections (DET) of certain splice plates for any cracks; and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective October 1, 2026. The Director of the Federal Register approved the incorporation by reference VerDate Sep<11>2014 15:52 Aug 26, 2026 Jkt 268001 PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 E:\FR\FM\27AUR1.SGM 27AUR1 lotter on DSK8BHNXB4PROD with RULES1

55248 Federal Register / Vol. 91, No. 165 / Thursday, August 27, 2026 / Rules and Regulations of a certain publication listed in this AD as of October 1, 2026. ADDRESSES : AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA–2026–2295; 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, 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: • For Boeing material identified in this AD, contact Boeing Commercial Airplanes, Attention: Contractual & Data Services (C&DS), 2600 Westminster Blvd., MC 110–SK57, Seal Beach, CA 90740–5600; telephone 562–797–1717; website myboeingfleet.com . • 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–2026–2295. FOR FURTHER INFORMATION CONTACT : Joseph Hodgin, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206– 231–3962; email: joseph.j.hodgin@ faa.gov. 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 The Boeing Company Model 787–8, 787–9, and 787–10 airplanes. The NPRM was published in the Federal Register on March 13, 2026 (91 FR 12312). The NPRM was prompted by a report indicating that a Boeing investigation for manufacturing errors and excessive preload forces at the lower SOB splice plates common to the lower outboard wing skins concluded that shim gaps may have exceeded engineering allowances. High pull up forces on the components may cause fatigue cracks to form at the fastener holes. In the NPRM, the FAA proposed to require, depending on configuration, UT inspections at certain splice plates, rear spar terminal fittings, lower chords, front spar terminal fittings, and jack pads for any cracks; repetitive DET of certain splice plates for any cracks; and applicable on- condition actions. The FAA is issuing this AD to address improper shim gaps that may lead to fatigue cracks. The unsafe condition, if not addressed, could result in undetected fatigue cracks that can grow to weaken primary wing structure until it cannot sustain limit load and result in subsequent loss of continued safe flight and landing. Discussion of Final Airworthiness Directive Comments United Airlines commented that it had no objections to the proposed rule. The FAA received additional comments from American Airlines (AAL) and The Foundation for Aviation Safety. The following presents those comments and the FAA’s response. Request for Simplified Compliance Time AAL requested that the FAA revise the proposed AD to allow simplified compliance time tracking for the initial and repetitive inspections for all tasks, such as by allowing the use of only total flight hours (TFH)/total flight cycles (TFC) for the initial inspections and only flight hours (FH)/flight cycles (FC) for the repetitive inspections. AAL stated that the compliance times specified in Boeing Alert Requirements Bulletin B787–81205–SB570048–00 RB, Issue 001, dated August 11, 2025, require the use of an equation based on a combination of TFH and TFC to determine the initial inspection compliance time, and an equation based on the initial inspection and a combination of FH and FC to determine the repetitive inspection compliance times. AAL noted that the use of an equation for the initial and repetitive inspections places a burden on the airline as its internal tracking system does not support equation-based compliance times, therefore requiring either manual tracking of the required inspections for the life of the aircraft or choosing a conservative hours or cycles limit that the airline stated would greatly reduce the airplane yield between inspections. The FAA disagrees with the request. The affected splice plates are flight- length sensitive. The equation-based compliance times account for the effects of both flight hours and flight cycles and are relieving in nature compared to compliance times based solely on TFH/ TFC or FH/FC limits. Allowing the requested ‘‘simplified’’ compliance time tracking would therefore be more burdensome for operators, and many airplanes could become immediately out of compliance. The FAA has not changed this AD as a result of this comment. Question on Holding Boeing Accountable for Manufacturing Quality Defects The Foundation for Aviation Safety asked what the FAA is doing to hold Boeing accountable for ongoing manufacturing quality defects. The question did not request a change to this AD, and the FAA has not changed the AD as a result. Revision to Material Citations In the NPRM, the material citations inadvertently did not include ‘‘-00’’ as part of the bulletin number. The full citations are Boeing Alert Requirements Bulletin B787–81205–SB570048–00 RB, Issue 001, dated August 11, 2025; and Boeing Alert Service Bulletin B787– 81205–SB570048–00, Issue 001, dated August 11, 2025. The FAA has revised this AD accordingly. Conclusion 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 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 Boeing Alert Requirements Bulletin B787–81205– SB570048–00 RB, Issue 001, dated August 11, 2025. This material specifies procedures for performing repetitive UT inspections, depending on configuration, at splice plate No. 1 and No. 2, rear spar terminal fittings, lower chords, front spar terminal fittings, and jack pads for any cracks; repetitive DET of splice plates No. 1 and No. 2 for any cracks; and applicable on-condition actions. On-condition actions include 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. Costs of Compliance The FAA estimates that this AD affects 17 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: VerDate Sep<11>2014 15:52 Aug 26, 2026 Jkt 268001 PO 00000 Frm 00016 Fmt 4700 Sfmt 4700 E:\FR\FM\27AUR1.SGM 27AUR1 lotter on DSK8BHNXB4PROD with RULES1

55249 Federal Register / Vol. 91, No. 165 / Thursday, August 27, 2026 / Rules and Regulations E STIMATED C OSTS Action Labor cost Parts cost Cost per product Cost on U.S. operators UT and DET inspections ........ Up to 286 work hours × $85 per hour = $24,310 per in- spection cycle. $0 Up to $24,310 per inspection cycle. Up to $413,270 per inspection cycle The FAA has received no definitive data on which to base the cost estimates for the on-condition repairs specified in this AD. The FAA has included all known costs in its cost estimate. According to the manufacturer, however, some or all of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected operators. 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 ■ 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] ■ 2. The FAA amends § 39.13 by adding the following new airworthiness directive: 2026–17–02 The Boeing Company: Amendment 39–23445; Docket No. FAA–2026–2295; Project Identifier AD– 2025–01361–T. (a) Effective Date This airworthiness directive (AD) is effective October 1, 2026. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 787–8, 787–9, and 787–10 airplanes, certificated in any category, as identified in Boeing Alert Requirements Bulletin B787– 81205–SB570048–00 RB, Issue 001, dated August 11, 2025. (d) Subject Air Transport Association (ATA) of America Code 57, Wings. (e) Unsafe Condition This AD was prompted by a Boeing investigation for manufacturing errors and excessive preload forces at the lower side of body splice plates common to the lower outboard wing skins. That investigation concluded that shim gaps may have exceeded engineering allowances and high pull up forces on the components may cause fatigue cracks to form at the fastener holes. The FAA is issuing this AD to address improper shim gaps that may lead to fatigue cracks. The unsafe condition, if not addressed, could result in undetected fatigue cracks that can grow to weaken primary wing structure until it cannot sustain limit load and result in subsequent loss of continued safe flight and landing. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Required Actions Except as specified by paragraph (h) of this AD: At the applicable times specified in the ‘‘Compliance’’ paragraph of Boeing Alert Requirements Bulletin B787–81205– SB570048–00 RB, Issue 001, dated August 11, 2025, do all applicable actions identified in, and in accordance with, the Accomplishment Instructions of Boeing Alert Requirements Bulletin B787–81205– SB570048–00 RB, Issue 001, dated August 11, 2025. Note 1 to paragraph (g): Guidance for accomplishing the actions required by this AD can be found in Boeing Alert Service Bulletin B787–81205–SB570048–00, Issue 001, dated August 11, 2025, which is referred to in Boeing Alert Requirements Bulletin B787–81205–SB570048–00 RB, Issue 001, dated August 11, 2025. (h) Exceptions to Requirements Bulletin Specifications (1) Where the Compliance Time columns of the tables in the ‘‘Compliance’’ paragraph of Boeing Alert Requirements Bulletin B787– 81205–SB570048–00 RB, Issue 001, dated August 11, 2025, refer to the Issue 001 date of the Requirements Bulletin B787–81205– SB570048–00 RB, this AD requires using the effective date of this AD. (2) Where Boeing Alert Requirements Bulletin B787–81205–SB570048–00 RB, Issue 001, dated August 11, 2025, specifies contacting Boeing for repair instructions: This AD requires doing the repair using a method approved in accordance with the procedures specified in paragraph (i) of this AD. (i) Alternative Methods of Compliance (AMOCs) (1) 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 Continued Operational Safety Branch, send it to the attention of the person identified in paragraph (j)(1) of this AD. Information may be emailed to: AMOC@ faa.gov . Before using any approved AMOC, notify your appropriate principal inspector, VerDate Sep<11>2014 15:52 Aug 26, 2026 Jkt 268001 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 E:\FR\FM\27AUR1.SGM 27AUR1 lotter on DSK8BHNXB4PROD with RULES1

55250 Federal Register / Vol. 91, No. 165 / Thursday, August 27, 2026 / Rules and Regulations or lacking a principal inspector, the manager of the responsible Flight Standards Office. (2) An AMOC that provides an acceptable level of safety may be used for any repair, modification, or alteration required by this AD if it is approved by The Boeing Company Organization Designation Authorization (ODA) that has been authorized by the Manager, AIR–520, Continued Operational Safety Branch, FAA, to make those findings. To be approved, the repair method, modification deviation, or alteration deviation must meet the certification basis of the airplane, and the approval must specifically refer to this AD. (j) Additional Information (1) For more information about this AD, contact Joseph Hodgin, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231–3962; email: joseph.j.hodgin@faa.gov . (2) Material identified in this AD that is not incorporated by reference is available at the address specified in paragraph (k)(3) this AD. (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 the AD specifies otherwise. (i) Boeing Alert Requirements Bulletin B787–81205–SB570048–00 RB, Issue 001, dated August 11, 2025. (ii) [Reserved] (3) For Boeing material identified in this AD, contact Boeing Commercial Airplanes, Attention: Contractual & Data Services (C&DS), 2600 Westminster Blvd., MC 110– SK57, Seal Beach, CA 90740–5600; telephone 562–797–1717; website myboeingfleet.com . (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 fr.inspection@nara.gov . Issued on August 13, 2026. Brian Knaup, Acting Deputy Director, Integrated Certificate Management Division, Aircraft Certification Service. [FR Doc. 2026–17553 Filed 8–26–26; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2026–3879; Project Identifier MCAI–2025–01452–T; Amendment 39–23444; AD 2026–17–01] RIN 2120–AA64 Airworthiness Directives; Airbus SAS Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320–211, –212, –214, –216, –231, –232, and –233 airplanes; and Model A321–111, –112, –131, –211, –212, –213, –231, and –232 airplanes. This AD was prompted by a fatigue test that identified cracks in the forward and aft upper corner of the bulk cargo door. This AD requires a rototest inspection for cracks and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective October 1, 2026. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of October 1, 2026. ADDRESSES : AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA–2026–3879; 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: • For European Union Aviation Safety Agency (EASA) material identified in this AD, contact EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000; email ADs@easa.europa.eu. You may find this material on the EASA website at ad.easa.europa.eu. • 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–2026–3879. FOR FURTHER INFORMATION CONTACT : Camille Seay, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 817–222–5149; email: Camille.L.Seay@faa.gov. 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 SAS Model A320–211, –212, –214, –216, –231, –232, and –233 airplanes; and Model A321–111, –112, –131, –211, –212, –213, –231, and –232 airplanes. The NPRM was published in the Federal Register on May 4, 2026 (91 FR 23922). The NPRM was prompted by EASA AD 2025–0193, dated September 8, 2025 (EASA AD 2025–0193) (also referred to as the MCAI), issued by EASA, which is the Technical Agent for the Member States of the European Union. The MCAI states that during a fatigue test on a Model A320 airplane in support of the extended service goal (ESG) campaign, cracks were identified in the area of fastener holes at the forward and aft upper corner of the bulk cargo door at section 16 and 17, both left-hand (LH) and right-hand (RH) sides. This condition, if not addressed, could affect the structural integrity of the airplane. In the NPRM, the FAA proposed to require a rototest inspection for cracks and applicable on-condition actions, as specified in EASA AD 2025–0193. 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–2026–3879. Discussion of Final Airworthiness Directive Comments The FAA received and reviewed a comment that did not include a specific request to change the AD. This comment is outside the scope of this AD. 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 VerDate Sep<11>2014 15:52 Aug 26, 2026 Jkt 268001 PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 E:\FR\FM\27AUR1.SGM 27AUR1 lotter on DSK8BHNXB4PROD with RULES1