Airworthiness Directives; Construcciones Aeronauticas, S.A., (CASA) Model C-212 Airplanes, 8610-8613 [E7-3164]
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Federal Register / Vol. 72, No. 38 / Tuesday, February 27, 2007 / Rules and Regulations
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) Is not a ‘‘significant rule’’ under
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 AD and placed it in the AD docket.
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, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
2007–04–27 Fokker Services B.V.:
Amendment 39–14960. Docket No.
FAA–2006–26044; Directorate Identifier
2006–NM–098–AD.
Effective Date
(a) This AD becomes effective April 3,
2007.
Affected ADs
(b) None.
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Applicability
(c) This AD applies to all Fokker Model
F.28 Mark 1000, 2000, 3000, and 4000
airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from a report of a failed
downlock actuator, which resulted in the left
main landing gear (MLG) collapsing during
taxi after landing. We are issuing this AD to
prevent failure of the downlock actuator,
which could prevent the MLG side stay from
locking properly, resulting in collapse of the
MLG during ground maneuvers or upon
landing.
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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.
Determination of the Part Number (P/N) of
the MLG Downlock Actuators
(f) Within 66 months after the effective
date of this AD: Inspect the left- and righthand MLG downlock actuators to determine
if P/N 200497005 or 200498005 is installed.
A review of airplane maintenance records is
acceptable in lieu of this inspection if the
part number of the MLG downlock actuator
can be conclusively determined from that
review. If an MLG downlock actuator does
not have a subject part number, no further
action is required by this AD for that MLG
only, except as provided by paragraph (h) of
this AD.
Replacement of Subject MLG Downlock
Actuators
(g) For any MLG downlock actuator
identified during the inspection or
maintenance records review required by
paragraph (f) of this AD, or for which the part
number cannot be determined: Within 66
months after the effective date of this AD,
replace the MLG downlock actuator with a
modified MLG downlock actuator in
accordance with the Accomplishment
Instructions of Fokker Service Bulletin F28/
32–163, dated March 8, 2004.
Note 1: Fokker Service Bulletin F28/32–
163 refers to Dowty Aerospace Hydraulics—
Cheltenham Service Bulletin 32–501R,
Revision 1, dated September 3, 1998, as an
additional source of service information for
modifying the MLG downlock actuator.
Parts Installation
(h) As of the effective date of this AD, no
person may install an MLG downlock
actuator, P/N 200497005 or 200498005, on
any airplane.
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, has the authority to approve AMOCs
for this AD, if requested in accordance with
the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in
accordance with Sec. 39.19 on any airplane
to which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Related Information
(j) Dutch airworthiness directive 2004–047,
dated April 20, 2004, also addresses the
subject of this AD.
Material Incorporated by Reference
(k) You must use Fokker Service Bulletin
F28/32–163, dated March 8, 2004, to perform
the actions that are required by this AD,
unless the AD specifies otherwise. The
Director of the Federal Register approved the
incorporation by reference of this document
in accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. Contact Fokker Services B.V.,
PO 00000
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Technical Services Dept., P.O. Box 231, 2150
AE Nieuw-Vennep, the Netherlands, for a
copy of this service information. You may
review copies at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington; or at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
Issued in Renton, Washington, on February
15, 2007.
Stephen Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E7–3168 Filed 2–26–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–27335; Directorate
Identifier 2006–NM–291–AD; Amendment
39–14962; AD 2007–05–01]
RIN 2120–AA64
Airworthiness Directives;
Construcciones Aeronauticas, S.A.,
(CASA) Model C–212 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as follows:
On 23 November 2006, Emergency
Airworthiness Directive 2006–0351–E was
published requiring an inspection to be
performed on C–212 aeroplanes having been
used for Maritime Patrol or other similar low
altitude operations, due to the fact that, after
initial examination of the evidences of a
recent C–212 Maritime Patrol aircraft
accident, cracks had been found in the centre
wing lower skin at STA Y=1030. At the time
of the accident, the aircraft had accumulated
17,000 flight hours and 7,300 flight cycles.
The cracks were suspected to be caused by
fatigue.
After a more detailed examination in the
laboratory, it has been determined that the
initiation of the cracks was produced by
fretting.
*
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Federal Register / Vol. 72, No. 38 / Tuesday, February 27, 2007 / Rules and Regulations
The above mentioned cracks, if not timely
detected, could lead to reduced structural
integrity of the aircraft. * * *
*
*
*
*
*
This AD requires actions that are
intended to address the unsafe
condition.
DATES: This AD becomes effective
March 14, 2007.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of March 14, 2007.
We must receive comments on this
AD by March 29, 2007.
ADDRESSES: You may send comments by
any of the following methods:
• DOT Docket Web Site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Fax: (202) 493–2251.
• Mail: Docket Management Facility,
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590–
0001.
• 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.
• Federal Rulemaking Portal: https://
www.regulations.gov. Follow the
instructions for submitting comments.
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Examining the AD Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov; or in
person at the Docket Management
Facility between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
AD, the regulatory evaluation, any
comments received, and other
information. The street address for the
Docket Office (telephone (800) 647–
5227) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Shahram Daneshmandi, Aerospace
Engineer, International Branch, ANM–
116, FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356;
telephone (425) 227–1112; fax (425)
227–1149.
SUPPLEMENTARY INFORMATION:
Streamlined Issuance of AD
The FAA is implementing a new
process for streamlining the issuance of
ADs related to MCAI. This streamlined
process will allow us to adopt MCAI
safety requirements in a more efficient
manner and will reduce safety risks to
the public. This process continues to
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follow all FAA AD issuance processes to
meet legal, economic, Administrative
Procedure Act, and Federal Register
requirements. We also continue to meet
our technical decision-making
responsibilities to identify and correct
unsafe conditions on U.S.-certificated
products.
This AD references the MCAI and
related service information that we
considered in forming the engineering
basis to correct the unsafe condition.
The AD contains text copied from the
MCAI and for this reason might not
follow our plain language principles.
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Emergency Airworthiness Directive
2006–0365–E, dated December 4, 2006
(referred to after this as ‘‘the MCAI’’), to
correct an unsafe condition for the
specified products. The MCAI states:
On 23 November 2006, Emergency
Airworthiness Directive 2006–0351–E was
published requiring an inspection to be
performed on C–212 aeroplanes having been
used for Maritime Patrol or other similar low
altitude operations, due to the fact that, after
initial examination of the evidences of a
recent C–212 Maritime Patrol aircraft
accident, cracks had been found in the centre
wing lower skin at STA Y=1030. At the time
of the accident, the aircraft had accumulated
17,000 flight hours and 7,300 flight cycles.
The cracks were suspected to be caused by
fatigue.
After a more detailed examination in the
laboratory, it has been determined that the
initiation of the cracks was produced by
fretting.
The subject element is identified in Ref. 1
(C–212 Supplemental Inspection Document
(SID) C–212–PV–02–SID) as a Principal
Structural Element (PSE) with No. 57.212.06
and requested to be inspected at a threshold
of 20,000 landings (subject to some
operational constraints defined in Ref. 1) in
accordance with the inspection method and
sequence described in Ref. 2 (C–212
Supplemental Inspection Procedures
(SIP) C–212–PV–02–SIP), Section 57–10–03.
Ref. 1 document was made mandatory by
DGAC-Spain Airworthiness directive Nr.
02/88 (current status of that AD is revision
3, dated 4 February 2004).
Inspection threshold as per AD 02/88 Rev.
3 remains valid and relevant inspections
have to be performed in addition to the
requirements of this Emergency
Airworthiness Directive (EAD).
The above mentioned cracks, if not timely
detected, could lead to reduced structural
integrity of the aircraft. This EAD, which
supersedes EASA EAD 2006–0351–E, is
intended to ensure that no other C–212
aircraft could be affected by this problem, by
mandating a one time inspection of the
subject area, in accordance with the
requirements under the paragraph
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8611
‘‘Compliance’’ of this EAD (EASA EAD 2006–
0365–E).
Furthermore, it has been determined that a
Non Destructive Inspection (NDI) performed
in accordance with Ref. 2, Section 57–10–03
could not be sufficient to detect cracks
initiated by fretting. A complementary
inspection procedure has been defined, and
is also required under the paragraph
‘‘Compliance’’ of this EAD (EASA EAD 2006–
0365–E).
The corrective action includes a onetime inspection for cracks, and repair if
necessary. You may obtain further
information by examining the MCAI in
the AD docket.
Relevant Service Information
EADS–CASA has issued All Operator
Letter 212–018, Revision 1, dated
December 1, 2006. The actions
described in this service information are
intended to correct the unsafe condition
identified in the MCAI.
FAA’s Determination and Requirements
of this AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are issuing this
AD because we evaluated all pertinent
information and determined the unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
Differences Between the AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might also have required different
actions in this AD from those in the
MCAI in order to follow FAA policies.
Any such differences are highlighted in
a Note within the AD.
FAA’s Determination of the Effective
Date
An unsafe condition exists that
requires the immediate adoption of this
AD. The FAA has found that the risk to
the flying public justifies waiving notice
and comment prior to adoption of this
rule because after a recent C–212
Maritime Patrol aircraft accident, fatigue
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Federal Register / Vol. 72, No. 38 / Tuesday, February 27, 2007 / Rules and Regulations
cracks were found in the center wing
lower skin at STA Y=1030. This
cracking could lead to reduced
structural integrity of the airplane.
Therefore, we determined that notice
and opportunity for public comment
before issuing this AD are impracticable
and that good cause exists for making
this amendment effective in fewer than
30 days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety, and
we did not precede it by notice and
opportunity for public comment. We
invite you to send any written relevant
data, views, or arguments about this AD.
Send your comments to an address
listed under the ADDRESSES section.
Include ‘‘Docket No. FAA–2007–27335;
Directorate Identifier 2006–NM–291–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this AD. We will consider all comments
received by the closing date and may
amend this AD because of those
comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact we receive
about this AD.
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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 determined that 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
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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 this AD:
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 AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
I
2007–05–01 Construcciones Aeronauticas,
S.A. (CASA): Amendment 39–14962.
Docket No. FAA–2007–27335;
Directorate Identifier 2006–NM–291–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective March 14, 2007.
Affected ADs
(b) AD 96–07–14, amendment 39–9564, is
related to this AD.
Applicability
(c) This AD applies to Construcciones
Aeronauticas, S.A., (CASA) Model C–212
airplanes; all series, all serial numbers;
certificated in any category.
Subject
(d) Wings.
Reason
(e) The mandatory continued airworthiness
information (MCAI) states:
On 23 November 2006, Emergency
Airworthiness Directive 2006–0351–E was
published requiring an inspection to be
performed on C–212 aeroplanes having been
used for Maritime Patrol or other similar low
altitude operations, due to the fact that, after
PO 00000
Frm 00028
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Sfmt 4700
initial examination of the evidences of a
recent C–212 Maritime Patrol aircraft
accident, cracks had been found in the centre
wing lower skin at STA Y=1030. At the time
of the accident, the aircraft had accumulated
17,000 flight hours and 7,300 flight cycles.
The cracks were suspected to be caused by
fatigue.
After a more detailed examination in the
laboratory, it has been determined that the
initiation of the cracks was produced by
fretting.
The subject element is identified in Ref. 1
(C–212 Supplemental Inspection Document
(SID) C–212–PV–02–SID) as a Principal
Structural Element (PSE) with No. 57.212.06
and requested to be inspected at a threshold
of 20,000 landings (subject to some
operational constraints defined in Ref. 1) in
accordance with the inspection method and
sequence described in Ref. 2 (C–212
Supplemental Inspection Procedures (SIP) C–
212–PV–02–SIP), Section 57–10–03.
Ref. 1 document was made mandatory by
DGAC-Spain Airworthiness directive Nr. 02/
88 (current status of that AD is revision 3,
dated 4 February 2004).
Inspection threshold as per AD 02/88 Rev.
3 remains valid and relevant inspections
have to be performed in addition to the
requirements of this Emergency
Airworthiness Directive (EAD).
The above mentioned cracks, if not timely
detected, could lead to reduced structural
integrity of the aircraft. This EAD, which
supersedes EASA EAD 2006–0351–E, is
intended to ensure that no other C–212
aircraft could be affected by this problem, by
mandating a one-time inspection of the
subject area, in accordance with the
requirements under the paragraph
‘‘Compliance’’ of this EAD (EASA EAD 2006–
0365–E).
Furthermore, it has been determined that a
Non Destructive Inspection (NDI) performed
in accordance with Ref. 2, Section 57–10–03
could not be sufficient to detect cracks
initiated by fretting. A complementary
inspection procedure has been defined, and
is also required under the paragraph
‘‘Compliance’’ of this EAD (EASA EAD 2006–
0365–E).
The corrective action includes a one-time
inspection for cracks, and repair if necessary.
Actions and Compliance
(f) Unless already done, do the following
actions.
(1) For airplanes used for maritime
operations and all other airplanes on which
the operator cannot positively determine that
the airplanes have not been flown more than
ten percent of flights at altitudes below 3,000
feet as of the effective date of this AD:
Perform a Non-Destructive Inspection (NDI)
and a complementary NDI for cracks at the
applicable time specified in paragraph
(f)(1)(i), (f)(1)(ii), or (f)(1)(iii) of this AD. Do
the inspections as defined in EADS–CASA
All Operator Letter 212–018, Revision 1,
dated December 1, 2006.
Note: For the purposes of this AD, the term
‘‘maritime operations’’ is defined as airplanes
which are used for monitoring certain areas
of water.
(i) For airplanes having accumulated 5,600
flight hours or less, and 2,400 landings or
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less, as of the effective date of this AD:
Perform the inspections before the
accumulation of 5,600 total flight hours or
2,400 total landings after the effective date of
this AD, or within 6 months after the
effective date of this AD, whichever occurs
latest.
(ii) For airplanes having accumulated more
than 5,600 flight hours but less than or equal
to 8,000 flight hours, or more than 2,400
landings but less than or equal to 3,600
landings, as of the effective date of this AD:
Perform the inspections before the
accumulation of 200 flight hours or 100
landings after the effective date of this AD,
whichever occurs first.
(iii) For airplanes having accumulated
more than 8,000 flight hours or more than
3,600 landings as of the effective date of this
AD: Perform the inspections within 14 days
after the effective date of this AD.
(2) For airplanes other than those
identified in paragraph (f)(1) of this AD:
Perform the NDIs at the applicable time
specified in paragraph (f)(2)(i), (f)(2)(ii), or
(f)(2)(iii) of this AD. Do the inspections as
defined in EADS–CASA All Operator Letter
212–018, Revision 1, dated December 1,
2006.
(i) For airplanes having accumulated
10,000 flight hours or less, and 10,000
landings or less as of the effective date of this
AD: Perform the inspections before the
accumulation of 10,000 total flight hours or
10,000 total landings after the effective date
of this AD, or within 6 months after the
effective date of this AD, whichever occurs
latest.
(ii) For airplanes having accumulated more
than 10,000 flight hours but less than or
equal to 15,000 flight hours, or more than
10,000 landings but less than or equal to
15,000 landings, as of the effective date of
this AD: Perform the inspections before the
accumulation of 200 flight hours or 100
landings after the effective date of this AD,
whichever occurs first.
(iii) For airplanes having accumulated
more than 15,000 flight hours or more than
15,000 landings as of the effective date of this
AD: Perform the inspections within 14 days
after the effective date of this AD.
(3) No further flight is allowed if any
cracks are detected when performing the
actions specified in paragraphs (f)(1) and
(f)(2) of this AD. Before further flight, repair
any cracking found during any inspection
required by this AD using a method approved
by either the Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA; or the European Aviation Safety
Agency (EASA) (or its delegated agent).
Within 30 days after cracks are detected, or
within 30 days after the effective date of this
AD, whichever occurs later, send a detailed
report of the findings (both positive and
negative) of the inspections required by
paragraph (f) of this AD to EADS–CASA for
evaluation at the following address: EADS–
CASA, Military Transport Aircraft Division,
Integrated Customer Services, Technical
Services, Avenida de Aragon 404, 28022Madrid, Spain; telephone 34–91–624–6306;
fax 34–91–585–5505. E-mail: MTA,
TechnicalService@casa.eads.net. In any case,
a confirmation of the accomplishment of this
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inspection is required to be sent to EADS–
CASA.
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows:
(1) Compliance Time: For certain airplanes,
the compliance time required by the MCAI or
service information for performing the nondestructive inspections is before further
flight; however, to avoid inadvertently
grounding airplanes, this AD requires
performing those inspections within 14 days
after the effective date of this AD.
(2) Repair: Although the MCAI or service
information does not include a repair
procedure for cracking, this AD requires the
repair of any cracking per the FAA, EASA,
or its delegated agent.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Shahram
Daneshmandi, Aerospace Engineer; 1601
Lind Avenue, SW., Renton, WA 98057–3356;
telephone (425) 227–1112; fax (425) 227–
1149. Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office. Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI EASA Emergency
Airworthiness Directive 2006–0365–E, dated
December 4, 2006; and EADS–CASA All
Operator Letter 212–018, Revision 1, dated
December 1, 2006, for related information.
Material Incorporated by Reference
(i) You must use EADS–CASA All Operator
Letter 212–018, Revision 1, dated December
1, 2006, to do the actions required by this
AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
PO 00000
Frm 00029
Fmt 4700
Sfmt 4700
8613
(2) For service information identified in
this AD, contact Construcciones
Aeronauticas, S.A., Getafe, Madrid, Spain.
(3) You may review copies at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; or at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call (202) 741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
Issued in Renton, Washington, on February
16, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–3164 Filed 2–26–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–26496 Directorate
Identifier 2006–CE–81–AD; Amendment 39–
14958; AD 2007–04–25]
RIN 2120–AA64
Airworthiness Directives; Alpha
Aviation Design Limited R2160
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as a deficiency in compliance
with 14 CFR 23.967(d). There have been
instances indicating that production
aircraft may not have a metal barrier
between the cabin and the fuel tank bay.
Lack of a barrier could allow flammable
fuel vapors to enter the cabin. We are
issuing this AD to require actions to
correct the unsafe condition on these
products.
DATES: This AD becomes effective April
3, 2007.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of April 3, 2007.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
E:\FR\FM\27FER1.SGM
27FER1
]]>Agencies
[Federal Register Volume 72, Number 38 (Tuesday, February 27, 2007)]
[Rules and Regulations]
[Pages 8610-8613]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-3164]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-27335; Directorate Identifier 2006-NM-291-AD;
Amendment 39-14962; AD 2007-05-01]
RIN 2120-AA64
Airworthiness Directives; Construcciones Aeronauticas, S.A.,
(CASA) Model C-212 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD results from mandatory continuing
airworthiness information (MCAI) originated by an aviation authority of
another country to identify and correct an unsafe condition on an
aviation product. The MCAI describes the unsafe condition as follows:
On 23 November 2006, Emergency Airworthiness Directive 2006-
0351-E was published requiring an inspection to be performed on C-
212 aeroplanes having been used for Maritime Patrol or other similar
low altitude operations, due to the fact that, after initial
examination of the evidences of a recent C-212 Maritime Patrol
aircraft accident, cracks had been found in the centre wing lower
skin at STA Y=1030. At the time of the accident, the aircraft had
accumulated 17,000 flight hours and 7,300 flight cycles. The cracks
were suspected to be caused by fatigue.
After a more detailed examination in the laboratory, it has been
determined that the initiation of the cracks was produced by
fretting.
* * * * *
[[Page 8611]]
The above mentioned cracks, if not timely detected, could lead
to reduced structural integrity of the aircraft. * * *
* * * * *
This AD requires actions that are intended to address the unsafe
condition.
DATES: This AD becomes effective March 14, 2007.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 14,
2007.
We must receive comments on this AD by March 29, 2007.
ADDRESSES: You may send comments by any of the following methods:
DOT Docket Web Site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Fax: (202) 493-2251.
Mail: Docket Management Facility, U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-0001.
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.
Federal Rulemaking Portal: https://www.regulations.gov.
Follow the instructions for submitting comments.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
dms.dot.gov; or in person at the Docket Management Facility between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (telephone (800) 647-5227) is in the ADDRESSES section. Comments
will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Shahram Daneshmandi, Aerospace
Engineer, International Branch, ANM-116, FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington 98057-3356;
telephone (425) 227-1112; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Streamlined Issuance of AD
The FAA is implementing a new process for streamlining the issuance
of ADs related to MCAI. This streamlined process will allow us to adopt
MCAI safety requirements in a more efficient manner and will reduce
safety risks to the public. This process continues to follow all FAA AD
issuance processes to meet legal, economic, Administrative Procedure
Act, and Federal Register requirements. We also continue to meet our
technical decision-making responsibilities to identify and correct
unsafe conditions on U.S.-certificated products.
This AD references the MCAI and related service information that we
considered in forming the engineering basis to correct the unsafe
condition. The AD contains text copied from the MCAI and for this
reason might not follow our plain language principles.
Discussion
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Emergency Airworthiness Directive 2006-0365-E, dated December 4, 2006
(referred to after this as ``the MCAI''), to correct an unsafe
condition for the specified products. The MCAI states:
On 23 November 2006, Emergency Airworthiness Directive 2006-
0351-E was published requiring an inspection to be performed on C-
212 aeroplanes having been used for Maritime Patrol or other similar
low altitude operations, due to the fact that, after initial
examination of the evidences of a recent C-212 Maritime Patrol
aircraft accident, cracks had been found in the centre wing lower
skin at STA Y=1030. At the time of the accident, the aircraft had
accumulated 17,000 flight hours and 7,300 flight cycles. The cracks
were suspected to be caused by fatigue.
After a more detailed examination in the laboratory, it has been
determined that the initiation of the cracks was produced by
fretting.
The subject element is identified in Ref. 1 (C-212 Supplemental
Inspection Document (SID) C-212-PV-02-SID) as a Principal Structural
Element (PSE) with No. 57.212.06 and requested to be inspected at a
threshold of 20,000 landings (subject to some operational
constraints defined in Ref. 1) in accordance with the inspection
method and sequence described in Ref. 2 (C-212 Supplemental
Inspection Procedures (SIP) C-212-PV-02-SIP), Section 57-10-03.
Ref. 1 document was made mandatory by DGAC-Spain Airworthiness
directive Nr. 02/88 (current status of that AD is revision 3, dated
4 February 2004).
Inspection threshold as per AD 02/88 Rev. 3 remains valid and
relevant inspections have to be performed in addition to the
requirements of this Emergency Airworthiness Directive (EAD).
The above mentioned cracks, if not timely detected, could lead
to reduced structural integrity of the aircraft. This EAD, which
supersedes EASA EAD 2006-0351-E, is intended to ensure that no other
C-212 aircraft could be affected by this problem, by mandating a one
time inspection of the subject area, in accordance with the
requirements under the paragraph ``Compliance'' of this EAD (EASA
EAD 2006-0365-E).
Furthermore, it has been determined that a Non Destructive
Inspection (NDI) performed in accordance with Ref. 2, Section 57-10-
03 could not be sufficient to detect cracks initiated by fretting. A
complementary inspection procedure has been defined, and is also
required under the paragraph ``Compliance'' of this EAD (EASA EAD
2006-0365-E).
The corrective action includes a one-time inspection for cracks,
and repair if necessary. You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
EADS-CASA has issued All Operator Letter 212-018, Revision 1, dated
December 1, 2006. The actions described in this service information are
intended to correct the unsafe condition identified in the MCAI.
FAA's Determination and Requirements of this AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are issuing this AD because we
evaluated all pertinent information and determined the unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between the AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have required different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a Note within the AD.
FAA's Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because after
a recent C-212 Maritime Patrol aircraft accident, fatigue
[[Page 8612]]
cracks were found in the center wing lower skin at STA Y=1030. This
cracking could lead to reduced structural integrity of the airplane.
Therefore, we determined that notice and opportunity for public comment
before issuing this AD are impracticable and that good cause exists for
making this amendment effective in fewer than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety, and we did not precede it by notice and opportunity for public
comment. We invite you to send any written relevant data, views, or
arguments about this AD. Send your comments to an address listed under
the ADDRESSES section. Include ``Docket No. FAA-2007-27335; Directorate
Identifier 2006-NM-291-AD'' at the beginning of your comments. We
specifically invite comments on the overall regulatory, economic,
environmental, and energy aspects of this AD. We will consider all
comments received by the closing date and may amend this AD because of
those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact we
receive about this AD.
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 determined that 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 this AD:
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 AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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 AD:
2007-05-01 Construcciones Aeronauticas, S.A. (CASA): Amendment 39-
14962. Docket No. FAA-2007-27335; Directorate Identifier 2006-NM-
291-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective March
14, 2007.
Affected ADs
(b) AD 96-07-14, amendment 39-9564, is related to this AD.
Applicability
(c) This AD applies to Construcciones Aeronauticas, S.A., (CASA)
Model C-212 airplanes; all series, all serial numbers; certificated
in any category.
Subject
(d) Wings.
Reason
(e) The mandatory continued airworthiness information (MCAI)
states:
On 23 November 2006, Emergency Airworthiness Directive 2006-
0351-E was published requiring an inspection to be performed on C-
212 aeroplanes having been used for Maritime Patrol or other similar
low altitude operations, due to the fact that, after initial
examination of the evidences of a recent C-212 Maritime Patrol
aircraft accident, cracks had been found in the centre wing lower
skin at STA Y=1030. At the time of the accident, the aircraft had
accumulated 17,000 flight hours and 7,300 flight cycles. The cracks
were suspected to be caused by fatigue.
After a more detailed examination in the laboratory, it has been
determined that the initiation of the cracks was produced by
fretting.
The subject element is identified in Ref. 1 (C-212 Supplemental
Inspection Document (SID) C-212-PV-02-SID) as a Principal Structural
Element (PSE) with No. 57.212.06 and requested to be inspected at a
threshold of 20,000 landings (subject to some operational
constraints defined in Ref. 1) in accordance with the inspection
method and sequence described in Ref. 2 (C-212 Supplemental
Inspection Procedures (SIP) C-212-PV-02-SIP), Section 57-10-03.
Ref. 1 document was made mandatory by DGAC-Spain Airworthiness
directive Nr. 02/88 (current status of that AD is revision 3, dated
4 February 2004).
Inspection threshold as per AD 02/88 Rev. 3 remains valid and
relevant inspections have to be performed in addition to the
requirements of this Emergency Airworthiness Directive (EAD).
The above mentioned cracks, if not timely detected, could lead
to reduced structural integrity of the aircraft. This EAD, which
supersedes EASA EAD 2006-0351-E, is intended to ensure that no other
C-212 aircraft could be affected by this problem, by mandating a
one-time inspection of the subject area, in accordance with the
requirements under the paragraph ``Compliance'' of this EAD (EASA
EAD 2006-0365-E).
Furthermore, it has been determined that a Non Destructive
Inspection (NDI) performed in accordance with Ref. 2, Section 57-10-
03 could not be sufficient to detect cracks initiated by fretting. A
complementary inspection procedure has been defined, and is also
required under the paragraph ``Compliance'' of this EAD (EASA EAD
2006-0365-E).
The corrective action includes a one-time inspection for cracks,
and repair if necessary.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) For airplanes used for maritime operations and all other
airplanes on which the operator cannot positively determine that the
airplanes have not been flown more than ten percent of flights at
altitudes below 3,000 feet as of the effective date of this AD:
Perform a Non-Destructive Inspection (NDI) and a complementary NDI
for cracks at the applicable time specified in paragraph (f)(1)(i),
(f)(1)(ii), or (f)(1)(iii) of this AD. Do the inspections as defined
in EADS-CASA All Operator Letter 212-018, Revision 1, dated December
1, 2006.
Note: For the purposes of this AD, the term ``maritime
operations'' is defined as airplanes which are used for monitoring
certain areas of water.
(i) For airplanes having accumulated 5,600 flight hours or less,
and 2,400 landings or
[[Page 8613]]
less, as of the effective date of this AD: Perform the inspections
before the accumulation of 5,600 total flight hours or 2,400 total
landings after the effective date of this AD, or within 6 months
after the effective date of this AD, whichever occurs latest.
(ii) For airplanes having accumulated more than 5,600 flight
hours but less than or equal to 8,000 flight hours, or more than
2,400 landings but less than or equal to 3,600 landings, as of the
effective date of this AD: Perform the inspections before the
accumulation of 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first.
(iii) For airplanes having accumulated more than 8,000 flight
hours or more than 3,600 landings as of the effective date of this
AD: Perform the inspections within 14 days after the effective date
of this AD.
(2) For airplanes other than those identified in paragraph
(f)(1) of this AD: Perform the NDIs at the applicable time specified
in paragraph (f)(2)(i), (f)(2)(ii), or (f)(2)(iii) of this AD. Do
the inspections as defined in EADS-CASA All Operator Letter 212-018,
Revision 1, dated December 1, 2006.
(i) For airplanes having accumulated 10,000 flight hours or
less, and 10,000 landings or less as of the effective date of this
AD: Perform the inspections before the accumulation of 10,000 total
flight hours or 10,000 total landings after the effective date of
this AD, or within 6 months after the effective date of this AD,
whichever occurs latest.
(ii) For airplanes having accumulated more than 10,000 flight
hours but less than or equal to 15,000 flight hours, or more than
10,000 landings but less than or equal to 15,000 landings, as of the
effective date of this AD: Perform the inspections before the
accumulation of 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first.
(iii) For airplanes having accumulated more than 15,000 flight
hours or more than 15,000 landings as of the effective date of this
AD: Perform the inspections within 14 days after the effective date
of this AD.
(3) No further flight is allowed if any cracks are detected when
performing the actions specified in paragraphs (f)(1) and (f)(2) of
this AD. Before further flight, repair any cracking found during any
inspection required by this AD using a method approved by either the
Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the European Aviation Safety Agency (EASA) (or
its delegated agent). Within 30 days after cracks are detected, or
within 30 days after the effective date of this AD, whichever occurs
later, send a detailed report of the findings (both positive and
negative) of the inspections required by paragraph (f) of this AD to
EADS-CASA for evaluation at the following address: EADS-CASA,
Military Transport Aircraft Division, Integrated Customer Services,
Technical Services, Avenida de Aragon 404, 28022-Madrid, Spain;
telephone 34-91-624-6306; fax 34-91-585-5505. E-mail: MTA,
TechnicalService@casa.eads.net. In any case, a confirmation of the
accomplishment of this inspection is required to be sent to EADS-
CASA.
FAA AD Differences
Note: This AD differs from the MCAI and/or service information
as follows:
(1) Compliance Time: For certain airplanes, the compliance time
required by the MCAI or service information for performing the non-
destructive inspections is before further flight; however, to avoid
inadvertently grounding airplanes, this AD requires performing those
inspections within 14 days after the effective date of this AD.
(2) Repair: Although the MCAI or service information does not
include a repair procedure for cracking, this AD requires the repair
of any cracking per the FAA, EASA, or its delegated agent.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, has the authority to approve AMOCs
for this AD, if requested using the procedures found in 14 CFR
39.19. Send information to ATTN: Shahram Daneshmandi, Aerospace
Engineer; 1601 Lind Avenue, SW., Renton, WA 98057-3356; telephone
(425) 227-1112; fax (425) 227-1149. Before using any AMOC approved
in accordance with Sec. 39.19 on any airplane to which the AMOC
applies, notify the appropriate principal inspector in the FAA
Flight Standards Certificate Holding District Office. Before using
any AMOC approved in accordance with Sec. 39.19 on any airplane to
which the AMOC applies, notify the appropriate principal inspector
in the FAA Flight Standards Certificate Holding District Office.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer or other source, use these
actions if they are FAA-approved. Corrective actions are considered
FAA-approved if they are approved by the State of Design Authority
(or their delegated agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act, the
Office of Management and Budget (OMB) has approved the information
collection requirements and has assigned OMB Control Number 2120-
0056.
Related Information
(h) Refer to MCAI EASA Emergency Airworthiness Directive 2006-
0365-E, dated December 4, 2006; and EADS-CASA All Operator Letter
212-018, Revision 1, dated December 1, 2006, for related
information.
Material Incorporated by Reference
(i) You must use EADS-CASA All Operator Letter 212-018, Revision
1, dated December 1, 2006, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain.
(3) You may review copies at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington 98057-3356;
or at the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, call (202)
741-6030, or go to: https://www.archives.gov/federal-register/cfr/
ibr-locations.html.
Issued in Renton, Washington, on February 16, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-3164 Filed 2-26-07; 8:45 am]
BILLING CODE 4910-13-P
