Airworthiness Directives; Gulfstream Model GV and GV-SP Series Airplanes, 45581-45585 [05-15589]

Download as PDF Federal Register / Vol. 70, No. 151 / Monday, August 8, 2005 / Proposed Rules (3) Funds received by an insured depository institution from one party for transfer or withdrawal by other parties. In the case of funds placed at an insured depository institution by one party for transfer or withdrawal by other parties, the funds shall be deposits insurable to the first party (i.e., the party that places the funds) unless the account records of the insured depository institution reflect the fact that the first party is not the owner of the funds; and either the first party or the depository institution (or an agent on behalf of the first party or the depository institution) maintains records reflecting the identities of the persons holding the access devices and the amount payable to each such person. If both of these conditions are satisfied, then the funds may be insured to the persons holding the access devices. (Example 1: A retail store sells gift cards to customers. Prior to the sales of these cards, the retail store places funds at an insured depository institution. The funds are transferable or withdrawable by the holders of the gift cards. In the event of the expiration of a card, however, the funds are not recoverable by the cardholders. In fact, no information about the identities of the cardholders is maintained by the depository institution or the retail store. Under these circumstances, the funds held by the depository institution are deposits insurable to the retail store. Example 2: An employer distributes payroll cards to employees. Prior to the distribution of the cards, the employer places funds at an insured depository institution. The funds are transferable or withdrawable by the employees through the use of the payroll cards. An account or subaccount is established at the depository institution for each cardholder. The funds in each such account or subaccount cannot be recovered by the employer. Under these circumstances, the funds are deposits insurable to the employees.) Dated at Washington, DC this 19th day of July, 2005. By Order of the Board of Directors of the Federal Deposit Insurance Corporation. Robert E. Feldman, Executive Secretary. [FR Doc. 05–15568 Filed 8–5–05; 8:45 am] BILLING CODE 6714–01–P VerDate jul<14>2003 20:26 Aug 05, 2005 Jkt 205001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–22034; Directorate Identifier 2004–NM–182–AD] RIN 2120–AA64 Airworthiness Directives; Gulfstream Model GV and GV–SP Series Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for all Gulfstream Model GV and certain Model GV–SP series airplanes. This proposed AD would require a one-time inspection of the left and right aileron and elevator actuators to determine the part and serial numbers of each actuator, repetitive inspections of suspect actuators to detect broken damper shafts, and replacement of any actuator having a broken damper shaft. This proposed AD would also require that operators report any broken damper shaft they find to the FAA. This proposed AD also would provide an optional terminating action for the repetitive inspection requirements of this proposed AD. This proposed AD is prompted by reports of broken or cracked damper shafts within the aileron and elevator actuator assemblies. We are proposing this AD to detect and correct broken damper shafts, which could result in locking of an aileron or elevator actuator (hard-over condition), which would activate the hard-over protection system (HOPS), resulting in increased pilot workload and consequent reduced controllability of the airplane. DATES: We must receive comments on this proposed AD by September 22, 2005. Use one of the following addresses to submit comments on this proposed AD. • DOT Docket Web site: Go to http:/ /dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide Rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your comments electronically. • Mail: Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., Nassif Building, room PL–401, Washington, DC 20590. • By Fax: (202) 493–2251. ADDRESSES: PO 00000 Frm 00011 Fmt 4702 Sfmt 4702 45581 • Hand Delivery: Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Gulfstream Aerospace Corporation, Technical Publications Dept., P.O. Box 2206, Savannah, Georgia 31402–9980. You can examine the contents of this AD docket on the Internet at http:// dms.dot.gov, or in person at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., room PL–401, on the plaza level of the Nassif Building, Washington, DC. This docket number is FAA–2005– 22034; the directorate identifier for this docket is 2004–NM–182–AD. FOR FURTHER INFORMATION CONTACT: Gerald Avella, Aerospace Engineer, Systems and Equipment Branch, ACE– 119A, FAA, Atlanta Aircraft Certification Office, One Crown Center, 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia 30349; telephone (770) 703–6066; fax (770) 703–6097. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to submit any relevant written data, views, or arguments regarding this proposed AD. Send your comments to an address listed under ADDRESSES. Include ‘‘Docket No. FAA– 2005–22034; Directorate Identifier 2004–NM–182–AD’’ in the subject line of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the proposed AD. We will consider all comments submitted by the closing date and may amend the proposed AD in light of those comments. We will post all comments we receive, without change, to http:// dms.dot.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact with FAA personnel concerning this proposed AD. Using the search function of that Web site, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You can review DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78), or you can visit http:// dms.dot.gov. Examining the Docket You can examine the AD docket on the Internet at http://dms.dot.gov, or in E:\FR\FM\08AUP1.SGM 08AUP1 45582 Federal Register / Vol. 70, No. 151 / Monday, August 8, 2005 / Proposed Rules process used after 1998 to manufacture aileron and elevator actuator damper shafts (internal to the actuator) may induce cracks in the threaded portion of the shaft. This cracking could cause the retaining nut and the separated portion of the failed damper shaft to become dislodged from the damper body and block the movement of the assembly. This condition, if not corrected, could result in locking of an aileron or elevator actuator (hard-over condition), which would activate the hard-over protection system (HOPS), resulting in increased pilot workload and consequent reduced controllability of the airplane. The affected aileron and elevator actuators installed on Gulfstream Model GV and GV–SP series airplanes are identical to those installed on Model G– 1159, G–1159A, G–1159B, and G–IV series airplanes. Therefore, all of these models may be subject to the identified unsafe condition. person at the Docket Management Facility office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Management Facility office (telephone (800) 647–5227) is located on the plaza level of the Nassif Building at the DOT street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after the Docket Management System (DMS) receives them. Discussion We have received a report from the airplane manufacturer, Gulfstream, indicating that the damper shafts in two actuators broke under normal torquing requirements during assembly of the actuators for a Gulfstream Model GV–SP airplane. Approximately one week after the original occurrence, a third actuator was found with a cracked damper shaft. In each case, the cracks originated at the threaded base of the damper shaft. In addition, the third actuator was found to be from a manufacturing lot previous to that of the other two actuators. Parker Aerospace, the actuator manufacturer, notified Gulfstream that the production Other Rulemaking for Additional Airplane Models On October 4, 2004, we issued AD 2004–21–03, amendment 39–13824 (69 FR 61305, October 18, 2004), applicable to all Gulfstream Model G–1159, G– 1159A, G–1159B, and G–IV series airplanes. That AD currently requires a one-time inspection of the left and right aileron and elevator actuators to determine the part and serial numbers of each actuator, repetitive inspections of suspect actuators to detect broken damper shafts, and replacement of any actuator having a broken damper shaft. That AD also requires that operators report any broken damper shaft(s) they find to the FAA. That AD also provides an optional terminating action for the repetitive inspection requirements of that AD. That AD was prompted by reports of broken or cracked damper shafts within the aileron and elevator actuator assemblies. The actions required by that AD are intended to detect and correct broken damper shafts, which could result in locking of an aileron or elevator actuator (hard-over condition), subsequent loss of aileron or elevator control, and consequent reduced controllability of the airplane. Relevant Service Information We have reviewed the following Gulfstream customer bulletins: TABLE.—RELEVANT SERVICE INFORMATION Model Customer bulletin 1. GV and GV–SP series airplanes .................. 2. GV and GV–SP series airplanes .................. 3. GV and GV–SP series airplanes .................. Gulfstream G500 Customer Bulletin 4 ............. Gulfstream G550 Customer Bulletin 4 ............. Gulfstream GV Customer Bulletin 123 ............. August 23, 2004. August 23, 2004. August 23, 2004. The customer bulletins describe procedures for a one-time inspection of the left and right aileron and elevator actuators to determine the part number (P/N) and serial number (S/N) of each actuator. The customer bulletins also describe procedures for an inspection of the actuators with certain P/Ns and S/ Ns to detect broken damper shafts, and replacement of any actuator having a broken damper shaft with a new or serviceable actuator. shafts, and replacement of any actuator having a broken damper shaft; and 3. Any broken damper shaft found during the initial and repetitive inspections is to be reported to the FAA. These actions are to be done in accordance with the service information described previously, except as discussed under ‘‘Differences Between the Proposed AD and Customer Bulletins.’’ We are not proposing to require the terminating action (i.e., replacement of all suspect actuators) at this time, because we have determined, and the actuator manufacturer has confirmed, that the necessary replacement actuators (with a P/N and/or S/N not listed in the applicable customer bulletin) are not yet available and will not be available for another 24 to 36 months. Therefore, we are providing the terminating action as an option for operators once those parts become available. Differences Between the Proposed AD and Customer Bulletins The customer bulletins do not specify what to do if an installed actuator has either a P/N or S/N that is missing or is unreadable. This proposed AD would require that those actuators also be inspected to detect broken damper shafts—as if they have a P/N and S/N listed in the customer bulletins. The customer bulletins recommend a one-time inspection of the aileron and elevator actuators for broken damper shafts. However, a suspect damper shaft found undamaged during the initial inspection still has the potential to break at some time in the future. Because a one-time inspection alone would not provide the degree of safety necessary, we have determined that repetitive inspections of the suspect actuators are necessary to ensure an adequate level of safety for the affected transport airplane fleet. We have also determined that an interval of 500 flight hours is an appropriate compliance time for the repetitive inspections. Although the customer bulletins do not include FAA’s Determination and Requirements of the Proposed AD We have evaluated all pertinent information and identified an unsafe condition that is likely to exist or develop on other airplanes of this same type design. Therefore, we are proposing this AD, which would require: 1. A one-time inspection of the left and right aileron and elevator actuators to determine the part and serial numbers of each actuator; 2. Repetitive inspections of suspect actuators to detect broken damper VerDate jul<14>2003 20:26 Aug 05, 2005 Jkt 205001 PO 00000 Frm 00012 Fmt 4702 Sfmt 4702 Dated E:\FR\FM\08AUP1.SGM 08AUP1 Federal Register / Vol. 70, No. 151 / Monday, August 8, 2005 / Proposed Rules repetitive inspections, they do note that a recurring inspection will be added to the applicable airplane maintenance manual. The customer bulletins also do not specify the type of inspection to use to detect broken damper shafts. We have determined that a detailed inspection for this action is appropriate. Therefore, this proposed AD would require a detailed inspection to detect broken damper shafts, and we have included the definition of a detailed inspection in this proposed AD. The customer bulletins specify replacing an actuator having a broken damper shaft, but they do not specify the type of replacement actuator. This proposed AD would require replacement with either: • A new or serviceable actuator having a subject P/N and S/N listed in the customer bulletin, provided the actuator has been and continues to be inspected for broken damper shafts in accordance with the requirements of this proposed AD; or • A new or serviceable actuator having a P/N and/or S/N different from any listed in the customer bulletin. Replacing an actuator with an actuator having a different P/N and/or S/N would terminate the requirements of this proposed AD for that actuator only. The customer bulletins do not specify reporting findings of broken damper shafts. This proposed AD would require that findings of all broken damper shafts be reported to the FAA. When the unsafe condition addressed by an AD is likely due to a manufacturer’s quality control (QC) problem, a reporting requirement is instrumental in ensuring that we can gather as much information as possible regarding the extent and nature of the QC problem or breakdown, especially in cases where the data may not be available through other established means. This information is necessary to ensure that proper corrective action will be taken. Based on the results of these reports, we may determine that further corrective action is warranted. The Accomplishment Instructions of the customer bulletins specify to submit the Service Reply Card or compliance information to the manufacturer. This proposed AD does not include those actions. These differences have been coordinated with the airplane manufacturer. Clarification of Applicability The effectivities of the customer bulletins include all Model GV and certain Model GV–SP series airplanes, equipped with aileron or elevator actuators having certain P/Ns and S/Ns. Because there is no way to determine if an actuator with a suspect P/N and S/ N is installed without inspecting the airplane, this proposed AD would apply to all Model GV series airplanes and Model GV–SP series airplanes having certain S/Ns. This requirement would ensure that the actions specified in the service bulletins and required by this proposed AD are accomplished on all affected airplanes. Note that the first action in the customer bulletins is an inspection to determine if an actuator having a certain P/N and S/N is installed. Interim Action This proposed AD is considered to be interim action. The inspection reports that are required by this proposed AD will enable us to work with the manufacturer to obtain better insight into the nature and extent of the broken damper shafts, and eventually to develop final action to address the unsafe condition. Once final action has 45583 been developed and replacement parts are available, we may consider further rulemaking. Changes to 14 CFR Part 39/Effect on the AD Relating to Special Flight Permits On July 10, 2002, the FAA issued a new version of 14 CFR part 39 (67 FR 47997, July 22, 2002), which governs the FAA’s airworthiness directives system. The regulation now includes material that relates to altered products, special flight permits, and alternative methods of compliance (AMOC). This material is included in part 39, except that the office authorized to approve AMOCs is identified in each individual AD. However, as amended, part 39 provides for the FAA to add special requirements for operating an airplane to a repair facility to do the work required by an airworthiness directive. For the purposes of this proposed AD, we have determined that such a special flight permit would be prohibited if a broken damper shaft is found during the inspection of the subject aileron and elevator actuators provided by paragraph (i) of this proposed AD. Locking of an aileron or elevator actuator, which would activate the hardover protection system (HOPS), would significantly reduce controllability of the airplane and increase pilot workload. Intentionally operating an airplane in this condition would inherently increase the risk of a major event. Costs of Compliance There are about 214 airplanes of the affected design in the worldwide fleet. This proposed AD would affect about 174 airplanes of U.S. registry. The following table provides the estimated costs for U.S. operators to comply with this proposed AD. ESTIMATED COSTS Work hours Action Inspection for part/serial number .................. Inspection of actuators, per inspection cycle (if required). 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. VerDate jul<14>2003 20:26 Aug 05, 2005 Jkt 205001 Average labor rate per hour 1 2 $65 65 Parts $0 0 Cost per airplane $65 130 We are issuing this rulemaking under the authority described in subtitle VII, part A, subpart III, section 44701, ‘‘General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation PO 00000 Frm 00013 Fmt 4702 Sfmt 4702 Fleet cost $11,310. $22,620, per inspection cycle. is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We have determined that this proposed AD would not have federalism implications under Executive Order E:\FR\FM\08AUP1.SGM 08AUP1 45584 Federal Register / Vol. 70, No. 151 / Monday, August 8, 2005 / Proposed Rules 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that the proposed regulation: 1. Is not a ‘‘significant regulatory action’’ under Executive Order 12866; 2. Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and 3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. We prepared a regulatory evaluation of the estimated costs to comply with this proposed AD. See the ADDRESSES section for a location to examine the regulatory evaluation. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 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 (AD): Gulfstream Aerospace Corporation: Docket No. FAA–2005–22034; Directorate Identifier 2004–NM–182–AD. Comments Due Date (a) The Federal Aviation Administration (FAA) must receive comments on this AD action by September 22, 2005. Affected ADs (b) None. Applicability: (c) This AD applies to all Gulfstream Model GV series airplanes, and Model GV–SP series airplanes having serial numbers (S/Ns) 5001 through 5052 inclusive; certificated in any category. Unsafe Condition (d) This AD was prompted by reports of broken or cracked damper shafts within the aileron and elevator actuator assemblies. We are issuing this AD to detect and correct broken damper shafts, which could result in locking of an aileron or elevator actuator (hard-over condition), which would activate the hard-over protection system (HOPS), resulting in increased pilot workload and consequent reduced controllability of the airplane. Compliance: (e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done. Service Information References (f) The term ‘‘customer bulletin,’’ as used in this AD, means the Accomplishment Instructions of the applicable Gulfstream customer bulletins specified in Table 1 of this AD. Although the customer bulletins recommend completing and submitting the Service Reply Card or reporting compliance with the customer bulletin, those actions are not required by this AD. TABLE 1.—APPLICABLE GULFSTREAM CUSTOMER BULLETINS Model Customer bulletin (1) GV–SP series airplanes ............................... (2) GV–SP series airplanes ............................... (3) GV series airplanes ..................................... Gulfstream G500 Customer Bulletin 4 ............. Gulfstream G550 Customer Bulletin 4 ............. Gulfstream GV Customer Bulletin 123 ............. August 23, 2004. August 23, 2004. August 23, 2004. Inspection To Determine Actuator Part and Serial Numbers 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.’’ (1) If no damper shaft is found broken: Repeat the inspection required by paragraph (i) of this AD thereafter at intervals not to exceed 500 flight hours. (2) If any damper shaft is found broken: Before further flight, do the action specified in either paragraph (i)(2)(i) or (i)(2)(ii) of this AD, in accordance with the applicable customer bulletin. (i) Replace the actuator with a new or serviceable actuator having a P/N and S/N listed in the applicable customer bulletin, provided the new or serviceable actuator has been inspected in accordance with the requirements of paragraph (i) of this AD. Thereafter, repeat the inspection required by paragraph (i) of this AD for that actuator at intervals not to exceed 500 flight hours. (ii) Replace the actuator with a new or serviceable actuator having a P/N and/or S/ N not listed in the applicable customer bulletin. This replacement terminates the requirements of this paragraph for that actuator only. Optional Terminating Action (g) Within 500 flight hours after the effective date of this AD: Do a one-time inspection of the left and right aileron and elevator actuators to determine the part number (P/N) and S/N of each actuator, in accordance with the applicable customer bulletin. No Subject Actuators Installed (h) If no actuator with a P/N and S/N listed in the applicable customer bulletin is identified during the inspection required by paragraph (g) of this AD, no further action is required by this AD, except as required by paragraph (l) of this AD. Initial and Repetitive Inspections and Corrective Action for Subject Actuators (i) For any actuator identified during the inspection required by paragraph (g) of this AD with a P/N and S/N listed in the applicable customer bulletin, and for actuators for which the P/N or S/N is missing or unreadable: Before further flight, do a detailed inspection of each identified actuator to detect a broken damper shaft, in accordance with the applicable customer bulletin. Note 1: For the purposes of this AD, a detailed inspection is: ‘‘An intensive examination of a specific item, installation, VerDate jul<14>2003 20:26 Aug 05, 2005 Jkt 205001 PO 00000 Frm 00014 Fmt 4702 Sfmt 4702 Dated (j) Except as required by paragraph (l) of this AD, replacement of all suspect actuators with new or serviceable actuators having a P/ N and/or S/N not listed in the applicable customer bulletin terminates the requirements of this AD. Reporting Requirement (k) Submit a report of any broken damper shafts to the Manager, Atlanta Aircraft Certification Office (ACO), FAA, One Crown Center, 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia 30349; fax (770) 703–6097. The report must be done at the applicable time specified in paragraph (k)(1) or (k)(2) of this AD. The report must include the inspection date, the airplane model and S/N, the actuator position (left or right aileron or elevator), and the actuator P/N and S/N. Information collection requirements contained in this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120–0056. (1) If the inspection required by paragraph (i) of this AD is done after the effective date of this AD: Submit a report within 30 days after each inspection required by paragraph (i) of this AD. E:\FR\FM\08AUP1.SGM 08AUP1 Federal Register / Vol. 70, No. 151 / Monday, August 8, 2005 / Proposed Rules (2) If an inspection required by paragraph (i) of this AD was done before the effective date of this AD: Submit a report within 30 days after the effective date of this AD. Parts Installation (l) As of the effective date of this AD, no person may install an aileron or elevator actuator having a P/N and S/N specified in the applicable customer bulletin on any airplane, unless the actuator has been inspected according to paragraph (i) of this AD. Special Flight Permit Prohibited (m) Special flight permits (14 CFR 21.197 and 21.199) are not allowed if any broken damper shaft is found during any inspection required by paragraph (i) of this AD. Alternative Methods of Compliance (AMOCs) (n) The Manager, Atlanta ACO, FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19. Issued in Renton, Washington, on August 2, 2005. Kevin Mullin, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–15589 Filed 8–5–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–22031; Directorate Identifier 2004–NM–259–AD] RIN 2120–AA64 Airworthiness Directives; Meggitt Model 602 Smoke Detectors Approved Under Technical Standard Order (TSO) TSO–C1C and Installed on Various Transport Category Airplanes, Including But Not Limited to Aerospatiale Model ATR42 and ATR72 Airplanes; Boeing Model 727 and 737 Airplanes; McDonnell Douglas Model DC–10–10, DC–10–10F, DC–10–15, DC– 10–30 and DC–10–30F (KC–10A and KDC–10), DC–10–40, DC–10–40F, MD– 10–10F, MD–10–30F, MD–11, and MD– 11F Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for certain smoke detectors installed on various transport category airplanes. This proposed AD would require replacing the affected smoke detectors VerDate jul<14>2003 20:26 Aug 05, 2005 Jkt 205001 with modified smoke detectors. This proposed AD is prompted by a report indicating that the affected smoke detectors can ‘‘lock up’’ during electrical power transfer from the auxiliary power unit to the engines. We are proposing this AD to identify and provide corrective action for a potentially inoperative smoke detector and to ensure that the flightcrew is alerted in the event of a fire. DATES: We must receive comments on this proposed AD by September 22, 2005. ADDRESSES: Use one of the following addresses to submit comments on this proposed AD. • DOT Docket Web site: Go to http://dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide Rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your comments electronically. • Mail: Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., Nassif Building, room PL–401, Washington, DC 20590. • By Fax: (202) 493–2251. • Hand Delivery: Room PL–401 on the plaza level of the Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Meggitt Safety Systems Inc., 1915 Voyager Avenue, Simi Valley, California 93063. You can examine the contents of this AD docket on the Internet at http:// dms.dot.gov, or in person at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., room PL–401, on the plaza level of the Nassif Building, Washington, DC. This docket number is FAA–2005– 22031; the directorate identifier for this docket is 2004–NM–259–AD. FOR FURTHER INFORMATION CONTACT: Ken Sujishi, Aerospace Engineer, Cabin Safety, Mechanical, and Environmental Branch, ANM–150L, FAA, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California 90712–4137; telephone (562) 627–5353; fax (562) 627–5210. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to submit any relevant written data, views, or arguments regarding this proposed AD. Send your comments to an address listed under ADDRESSES. Include ‘‘Docket No. FAA– 2005–22031; Directorate Identifier 2004–NM–259–AD’’ in the subject line of your comments. We specifically PO 00000 Frm 00015 Fmt 4702 Sfmt 4702 45585 invite comments on the overall regulatory, economic, environmental, and energy aspects of the proposed AD. We will consider all comments submitted by the closing date and may amend the proposed AD in light of those comments. We will post all comments we receive, without change, to http:// dms.dot.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact with FAA personnel concerning this proposed AD. Using the search function of that Web site, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You can review DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78), or you can visit http:// dms.dot.gov. Examining the Docket You can examine the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Management Facility office (telephone (800) 647–5227) is located on the plaza level of the Nassif Building at the DOT street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after the DMS receives them. Discussion We have received a report indicating that an unsafe condition may exist on transport category airplanes equipped with certain smoke detectors. The affected smoke detectors are Meggitt Model 602 smoke detectors approved under Technical Standard Order (TSO) TSO–C1C and having certain part numbers (P/Ns) 8930–( ). Testing indicated a design discrepancy involving the operation of these smoke detectors. During a test on McDonnell Douglas Model MD–11F airplanes, 31 of 33 smoke detectors ‘‘locked up’’ when the power to the smoke detectors was interrupted during power transfer from the auxiliary power unit (APU) to the engines. Investigation revealed that the smoke detector circuit does not meet power interrupt requirements during a power transfer between ground power, APU power, and main engine power sources on the airplane. When the smoke detector locks up, the flightcrew is unaware of the inoperative smoke detector unless they test the smoke E:\FR\FM\08AUP1.SGM 08AUP1

Agencies

[Federal Register Volume 70, Number 151 (Monday, August 8, 2005)]
[Proposed Rules]
[Pages 45581-45585]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-15589]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22034; Directorate Identifier 2004-NM-182-AD]
RIN 2120-AA64


Airworthiness Directives; Gulfstream Model GV and GV-SP Series 
Airplanes

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

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for all Gulfstream Model GV and certain Model GV-SP series airplanes. 
This proposed AD would require a one-time inspection of the left and 
right aileron and elevator actuators to determine the part and serial 
numbers of each actuator, repetitive inspections of suspect actuators 
to detect broken damper shafts, and replacement of any actuator having 
a broken damper shaft. This proposed AD would also require that 
operators report any broken damper shaft they find to the FAA. This 
proposed AD also would provide an optional terminating action for the 
repetitive inspection requirements of this proposed AD. This proposed 
AD is prompted by reports of broken or cracked damper shafts within the 
aileron and elevator actuator assemblies. We are proposing this AD to 
detect and correct broken damper shafts, which could result in locking 
of an aileron or elevator actuator (hard-over condition), which would 
activate the hard-over protection system (HOPS), resulting in increased 
pilot workload and consequent reduced controllability of the airplane.

DATES: We must receive comments on this proposed AD by September 22, 
2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this proposed AD.
     DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide Rulemaking Web site: Go to http://
www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     By Fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. 
and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Gulfstream Aerospace Corporation, Technical Publications Dept., P.O. 
Box 2206, Savannah, Georgia 31402-9980.
    You can examine the contents of this AD docket on the Internet at 
http://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401, 
on the plaza level of the Nassif Building, Washington, DC. This docket 
number is FAA-2005-22034; the directorate identifier for this docket is 
2004-NM-182-AD.

FOR FURTHER INFORMATION CONTACT: Gerald Avella, Aerospace Engineer, 
Systems and Equipment Branch, ACE-119A, FAA, Atlanta Aircraft 
Certification Office, One Crown Center, 1895 Phoenix Boulevard, suite 
450, Atlanta, Georgia 30349; telephone (770) 703-6066; fax (770) 703-
6097.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to submit any relevant written data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2005-22034; 
Directorate Identifier 2004-NM-182-AD'' in the subject line of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the proposed AD. We will 
consider all comments submitted by the closing date and may amend the 
proposed AD in light of those comments.
    We will post all comments we receive, without change, to http://
dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this proposed AD. Using the search function of 
that Web site, anyone can find and read the comments in any of our 
dockets, including the name of the individual who sent the comment (or 
signed the comment on behalf of an association, business, labor union, 
etc.). You can review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
can visit http://dms.dot.gov.

Examining the Docket

    You can examine the AD docket on the Internet at http://
dms.dot.gov, or in

[[Page 45582]]

person at the Docket Management Facility office between 9 a.m. and 5 
p.m., Monday through Friday, except Federal holidays. The Docket 
Management Facility office (telephone (800) 647-5227) is located on the 
plaza level of the Nassif Building at the DOT street address stated in 
the ADDRESSES section. Comments will be available in the AD docket 
shortly after the Docket Management System (DMS) receives them.

Discussion

    We have received a report from the airplane manufacturer, 
Gulfstream, indicating that the damper shafts in two actuators broke 
under normal torquing requirements during assembly of the actuators for 
a Gulfstream Model GV-SP airplane. Approximately one week after the 
original occurrence, a third actuator was found with a cracked damper 
shaft. In each case, the cracks originated at the threaded base of the 
damper shaft. In addition, the third actuator was found to be from a 
manufacturing lot previous to that of the other two actuators. Parker 
Aerospace, the actuator manufacturer, notified Gulfstream that the 
production process used after 1998 to manufacture aileron and elevator 
actuator damper shafts (internal to the actuator) may induce cracks in 
the threaded portion of the shaft. This cracking could cause the 
retaining nut and the separated portion of the failed damper shaft to 
become dislodged from the damper body and block the movement of the 
assembly. This condition, if not corrected, could result in locking of 
an aileron or elevator actuator (hard-over condition), which would 
activate the hard-over protection system (HOPS), resulting in increased 
pilot workload and consequent reduced controllability of the airplane.
    The affected aileron and elevator actuators installed on Gulfstream 
Model GV and GV-SP series airplanes are identical to those installed on 
Model G-1159, G-1159A, G-1159B, and G-IV series airplanes. Therefore, 
all of these models may be subject to the identified unsafe condition.

Other Rulemaking for Additional Airplane Models

    On October 4, 2004, we issued AD 2004-21-03, amendment 39-13824 (69 
FR 61305, October 18, 2004), applicable to all Gulfstream Model G-1159, 
G-1159A, G-1159B, and G-IV series airplanes. That AD currently requires 
a one-time inspection of the left and right aileron and elevator 
actuators to determine the part and serial numbers of each actuator, 
repetitive inspections of suspect actuators to detect broken damper 
shafts, and replacement of any actuator having a broken damper shaft. 
That AD also requires that operators report any broken damper shaft(s) 
they find to the FAA. That AD also provides an optional terminating 
action for the repetitive inspection requirements of that AD. That AD 
was prompted by reports of broken or cracked damper shafts within the 
aileron and elevator actuator assemblies. The actions required by that 
AD are intended to detect and correct broken damper shafts, which could 
result in locking of an aileron or elevator actuator (hard-over 
condition), subsequent loss of aileron or elevator control, and 
consequent reduced controllability of the airplane.

Relevant Service Information

    We have reviewed the following Gulfstream customer bulletins:

                  Table.--Relevant Service Information
------------------------------------------------------------------------
              Model                Customer bulletin         Dated
------------------------------------------------------------------------
1. GV and GV-SP series airplanes  Gulfstream G500     August 23, 2004.
                                   Customer Bulletin
                                   4.
2. GV and GV-SP series airplanes  Gulfstream G550     August 23, 2004.
                                   Customer Bulletin
                                   4.
3. GV and GV-SP series airplanes  Gulfstream GV       August 23, 2004.
                                   Customer Bulletin
                                   123.
------------------------------------------------------------------------

    The customer bulletins describe procedures for a one-time 
inspection of the left and right aileron and elevator actuators to 
determine the part number (P/N) and serial number (S/N) of each 
actuator. The customer bulletins also describe procedures for an 
inspection of the actuators with certain P/Ns and S/Ns to detect broken 
damper shafts, and replacement of any actuator having a broken damper 
shaft with a new or serviceable actuator.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to exist or develop on other airplanes 
of this same type design. Therefore, we are proposing this AD, which 
would require:
    1. A one-time inspection of the left and right aileron and elevator 
actuators to determine the part and serial numbers of each actuator;
    2. Repetitive inspections of suspect actuators to detect broken 
damper shafts, and replacement of any actuator having a broken damper 
shaft; and
    3. Any broken damper shaft found during the initial and repetitive 
inspections is to be reported to the FAA. These actions are to be done 
in accordance with the service information described previously, except 
as discussed under ``Differences Between the Proposed AD and Customer 
Bulletins.''
    We are not proposing to require the terminating action (i.e., 
replacement of all suspect actuators) at this time, because we have 
determined, and the actuator manufacturer has confirmed, that the 
necessary replacement actuators (with a P/N and/or S/N not listed in 
the applicable customer bulletin) are not yet available and will not be 
available for another 24 to 36 months. Therefore, we are providing the 
terminating action as an option for operators once those parts become 
available.

Differences Between the Proposed AD and Customer Bulletins

    The customer bulletins do not specify what to do if an installed 
actuator has either a P/N or S/N that is missing or is unreadable. This 
proposed AD would require that those actuators also be inspected to 
detect broken damper shafts--as if they have a P/N and S/N listed in 
the customer bulletins.
    The customer bulletins recommend a one-time inspection of the 
aileron and elevator actuators for broken damper shafts. However, a 
suspect damper shaft found undamaged during the initial inspection 
still has the potential to break at some time in the future. Because a 
one-time inspection alone would not provide the degree of safety 
necessary, we have determined that repetitive inspections of the 
suspect actuators are necessary to ensure an adequate level of safety 
for the affected transport airplane fleet. We have also determined that 
an interval of 500 flight hours is an appropriate compliance time for 
the repetitive inspections. Although the customer bulletins do not 
include

[[Page 45583]]

repetitive inspections, they do note that a recurring inspection will 
be added to the applicable airplane maintenance manual.
    The customer bulletins also do not specify the type of inspection 
to use to detect broken damper shafts. We have determined that a 
detailed inspection for this action is appropriate. Therefore, this 
proposed AD would require a detailed inspection to detect broken damper 
shafts, and we have included the definition of a detailed inspection in 
this proposed AD.
    The customer bulletins specify replacing an actuator having a 
broken damper shaft, but they do not specify the type of replacement 
actuator. This proposed AD would require replacement with either:
     A new or serviceable actuator having a subject P/N and S/N 
listed in the customer bulletin, provided the actuator has been and 
continues to be inspected for broken damper shafts in accordance with 
the requirements of this proposed AD; or
     A new or serviceable actuator having a P/N and/or S/N 
different from any listed in the customer bulletin. Replacing an 
actuator with an actuator having a different P/N and/or S/N would 
terminate the requirements of this proposed AD for that actuator only.
    The customer bulletins do not specify reporting findings of broken 
damper shafts. This proposed AD would require that findings of all 
broken damper shafts be reported to the FAA. When the unsafe condition 
addressed by an AD is likely due to a manufacturer's quality control 
(QC) problem, a reporting requirement is instrumental in ensuring that 
we can gather as much information as possible regarding the extent and 
nature of the QC problem or breakdown, especially in cases where the 
data may not be available through other established means. This 
information is necessary to ensure that proper corrective action will 
be taken. Based on the results of these reports, we may determine that 
further corrective action is warranted.
    The Accomplishment Instructions of the customer bulletins specify 
to submit the Service Reply Card or compliance information to the 
manufacturer. This proposed AD does not include those actions.
    These differences have been coordinated with the airplane 
manufacturer.

Clarification of Applicability

    The effectivities of the customer bulletins include all Model GV 
and certain Model GV-SP series airplanes, equipped with aileron or 
elevator actuators having certain P/Ns and S/Ns. Because there is no 
way to determine if an actuator with a suspect P/N and S/N is installed 
without inspecting the airplane, this proposed AD would apply to all 
Model GV series airplanes and Model GV-SP series airplanes having 
certain S/Ns. This requirement would ensure that the actions specified 
in the service bulletins and required by this proposed AD are 
accomplished on all affected airplanes. Note that the first action in 
the customer bulletins is an inspection to determine if an actuator 
having a certain P/N and S/N is installed.

Interim Action

    This proposed AD is considered to be interim action. The inspection 
reports that are required by this proposed AD will enable us to work 
with the manufacturer to obtain better insight into the nature and 
extent of the broken damper shafts, and eventually to develop final 
action to address the unsafe condition. Once final action has been 
developed and replacement parts are available, we may consider further 
rulemaking.

Changes to 14 CFR Part 39/Effect on the AD Relating to Special Flight 
Permits

    On July 10, 2002, the FAA issued a new version of 14 CFR part 39 
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance (AMOC). This material is included in part 39, except that 
the office authorized to approve AMOCs is identified in each individual 
AD. However, as amended, part 39 provides for the FAA to add special 
requirements for operating an airplane to a repair facility to do the 
work required by an airworthiness directive. For the purposes of this 
proposed AD, we have determined that such a special flight permit would 
be prohibited if a broken damper shaft is found during the inspection 
of the subject aileron and elevator actuators provided by paragraph (i) 
of this proposed AD. Locking of an aileron or elevator actuator, which 
would activate the hard-over protection system (HOPS), would 
significantly reduce controllability of the airplane and increase pilot 
workload. Intentionally operating an airplane in this condition would 
inherently increase the risk of a major event.

Costs of Compliance

    There are about 214 airplanes of the affected design in the 
worldwide fleet. This proposed AD would affect about 174 airplanes of 
U.S. registry. The following table provides the estimated costs for 
U.S. operators to comply with this proposed AD.

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                         Work    Average labor              Cost per
                Action                  hours    rate per hour   Parts      airplane            Fleet cost
----------------------------------------------------------------------------------------------------------------
Inspection for part/serial number....        1             $65       $0             $65  $11,310.
Inspection of actuators, per                 2              65        0             130  $22,620, per inspection
 inspection cycle (if required).                                                          cycle.
----------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

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

Regulatory Findings

    We have determined that this proposed AD would not have federalism 
implications under Executive Order

[[Page 45584]]

13132. This proposed AD would not have a substantial direct effect on 
the States, on the relationship between the national Government and the 
States, or on the distribution of power and responsibilities among the 
various levels of government.
    For the reasons discussed above, I certify that the proposed 
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD. See the ADDRESSES section for a location 
to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

    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]

    2. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive (AD):

Gulfstream Aerospace Corporation: Docket No. FAA-2005-22034; 
Directorate Identifier 2004-NM-182-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by September 22, 2005.

Affected ADs

    (b) None.
    Applicability: (c) This AD applies to all Gulfstream Model GV 
series airplanes, and Model GV-SP series airplanes having serial 
numbers (S/Ns) 5001 through 5052 inclusive; certificated in any 
category.

Unsafe Condition

    (d) This AD was prompted by reports of broken or cracked damper 
shafts within the aileron and elevator actuator assemblies. We are 
issuing this AD to detect and correct broken damper shafts, which 
could result in locking of an aileron or elevator actuator (hard-
over condition), which would activate the hard-over protection 
system (HOPS), resulting in increased pilot workload and consequent 
reduced controllability of the airplane.
    Compliance: (e) You are responsible for having the actions 
required by this AD performed within the compliance times specified, 
unless the actions have already been done.

Service Information References

    (f) The term ``customer bulletin,'' as used in this AD, means 
the Accomplishment Instructions of the applicable Gulfstream 
customer bulletins specified in Table 1 of this AD. Although the 
customer bulletins recommend completing and submitting the Service 
Reply Card or reporting compliance with the customer bulletin, those 
actions are not required by this AD.

           Table 1.--Applicable Gulfstream Customer Bulletins
------------------------------------------------------------------------
              Model                Customer bulletin         Dated
------------------------------------------------------------------------
(1) GV-SP series airplanes......  Gulfstream G500     August 23, 2004.
                                   Customer Bulletin
                                   4.
(2) GV-SP series airplanes......  Gulfstream G550     August 23, 2004.
                                   Customer Bulletin
                                   4.
(3) GV series airplanes.........  Gulfstream GV       August 23, 2004.
                                   Customer Bulletin
                                   123.
------------------------------------------------------------------------

Inspection To Determine Actuator Part and Serial Numbers

    (g) Within 500 flight hours after the effective date of this AD: 
Do a one-time inspection of the left and right aileron and elevator 
actuators to determine the part number (P/N) and S/N of each 
actuator, in accordance with the applicable customer bulletin.

No Subject Actuators Installed

    (h) If no actuator with a P/N and S/N listed in the applicable 
customer bulletin is identified during the inspection required by 
paragraph (g) of this AD, no further action is required by this AD, 
except as required by paragraph (l) of this AD.

Initial and Repetitive Inspections and Corrective Action for Subject 
Actuators

    (i) For any actuator identified during the inspection required 
by paragraph (g) of this AD with a P/N and S/N listed in the 
applicable customer bulletin, and for actuators for which the P/N or 
S/N is missing or unreadable: Before further flight, do a detailed 
inspection of each identified actuator to detect a broken damper 
shaft, in accordance with the applicable customer bulletin.

    Note 1:
     For the purposes of this AD, 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.''

    (1) If no damper shaft is found broken: Repeat the inspection 
required by paragraph (i) of this AD thereafter at intervals not to 
exceed 500 flight hours.
    (2) If any damper shaft is found broken: Before further flight, 
do the action specified in either paragraph (i)(2)(i) or (i)(2)(ii) 
of this AD, in accordance with the applicable customer bulletin.
    (i) Replace the actuator with a new or serviceable actuator 
having a P/N and S/N listed in the applicable customer bulletin, 
provided the new or serviceable actuator has been inspected in 
accordance with the requirements of paragraph (i) of this AD. 
Thereafter, repeat the inspection required by paragraph (i) of this 
AD for that actuator at intervals not to exceed 500 flight hours.
    (ii) Replace the actuator with a new or serviceable actuator 
having a P/N and/or S/N not listed in the applicable customer 
bulletin. This replacement terminates the requirements of this 
paragraph for that actuator only.

Optional Terminating Action

    (j) Except as required by paragraph (l) of this AD, replacement 
of all suspect actuators with new or serviceable actuators having a 
P/N and/or S/N not listed in the applicable customer bulletin 
terminates the requirements of this AD.

Reporting Requirement

    (k) Submit a report of any broken damper shafts to the Manager, 
Atlanta Aircraft Certification Office (ACO), FAA, One Crown Center, 
1895 Phoenix Boulevard, suite 450, Atlanta, Georgia 30349; fax (770) 
703-6097. The report must be done at the applicable time specified 
in paragraph (k)(1) or (k)(2) of this AD. The report must include 
the inspection date, the airplane model and S/N, the actuator 
position (left or right aileron or elevator), and the actuator P/N 
and S/N. Information collection requirements contained in this AD 
have been approved by the Office of Management and Budget (OMB) 
under the provisions of the Paperwork Reduction Act of 1980 (44 
U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-
0056.
    (1) If the inspection required by paragraph (i) of this AD is 
done after the effective date of this AD: Submit a report within 30 
days after each inspection required by paragraph (i) of this AD.

[[Page 45585]]

    (2) If an inspection required by paragraph (i) of this AD was 
done before the effective date of this AD: Submit a report within 30 
days after the effective date of this AD.

Parts Installation

    (l) As of the effective date of this AD, no person may install 
an aileron or elevator actuator having a P/N and S/N specified in 
the applicable customer bulletin on any airplane, unless the 
actuator has been inspected according to paragraph (i) of this AD.

Special Flight Permit Prohibited

    (m) Special flight permits (14 CFR 21.197 and 21.199) are not 
allowed if any broken damper shaft is found during any inspection 
required by paragraph (i) of this AD.

Alternative Methods of Compliance (AMOCs)

    (n) The Manager, Atlanta ACO, FAA, has the authority to approve 
AMOCs for this AD, if requested in accordance with the procedures 
found in 14 CFR 39.19..

    Issued in Renton, Washington, on August 2, 2005.
Kevin Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-15589 Filed 8-5-05; 8:45 am]
BILLING CODE 4910-13-P