Airworthiness Directives; Airbus Model A319 and A320 Series Airplanes, 52309-52311 [E7-18046]
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Federal Register / Vol. 72, No. 177 / Thursday, September 13, 2007 / Proposed Rules
requirement, guarantee fees and loan loss
resolution timing.
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(C) The stress test assumes that short-term
cost of funds is incurred in relation to the
amount of defaulting loans purchased from
off-balance sheet pools. The remaining
unpaid principal balance on this loan volume
is the origination amount reduced by the
proportion of the total portfolio that has
amortized as of the end of the most recent
quarter. This volume is assumed to be funded
at the short-term cost of funds and this
expense continues for a period equal to the
loan loss resolution timing period (LLRT)
period minus 1. We will calculate the LLRT
period from Farmer Mac data. In addition,
during the LLRT period, all guarantee income
associated with the loan volume ceases.
(D) The stress test generates no interest
income on the estimated volume of defaulted
on-balance sheet loan volume required to be
carried during the LLRT period, but
continues to accrue funding costs during the
remainder of the LLRT period.
(E) You must update the LLRT period in
response to changes in the Corporation’s
actual experience with each quarterly
submission.
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ebenthall on PRODPC61 with PROPOSALS
4.5 Income Statements
a. Information related to income
performance through time is contained on
the worksheet named ‘‘Income Statements.’’
Information from the first period balance
sheet is used in conjunction with the
earnings and cost-spread relationships from
Farmer Mac supplied data to generate the
15:17 Sep 12, 2007
[FR Doc. E7–18014 Filed 9–12–07; 8:45 am]
BILLING CODE 6705–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
4.4 Loan and Cashflow Accounts
The worksheet labeled ‘‘Loan and
Cashflow Data’’ contains the categorized loan
data and cashflow accounting relationships
that are used in the stress test to generate
projections of Farmer Mac’s performance and
condition. As can be seen in the worksheet,
the steady-state formulation results in
account balances that remain constant except
for the effects of discontinued programs,
maturing Off-Balance Sheet AgVantage
positions, and the LLRT adjustment. For
assets with maturities under 1 year, the
results are reported for convenience as
though they matured only one time per year
with the additional convention that the
earnings/cost rates are annualized. For the
pre-1996 Act assets, maturing balances are
added back to post-1996 Act account
balances. The liability accounts are used to
satisfy the accounting identity, which
requires assets to equal liabilities plus owner
equity. In addition to the replacement of
maturities under a steady state, liabilities are
increased to reflect net losses or decreased to
reflect resulting net gains. Adjustments must
be made to the long- and short-term debt
accounts to maintain the same relative
proportions as existed at the beginning
period from which the stress test is run with
the exception of changes associated with the
funding of defaulted loans during the LLRT
period. The primary receivable and payable
accounts are also maintained on this
worksheet, as is a summary balance of the
volume of loans subject to credit losses.
VerDate Aug<31>2005
first period’s income statement. The same set
of accounts is maintained in this worksheet
as ‘‘Loan and Cashflow Accounts’’ for
consistency in reporting each annual period
of the 10-year stress period of the test with
the exception of the line item labeled
‘‘Interest reversals to carry loan losses’’
which incorporates the LLRT adjustment to
earnings from the ‘‘Risk Measures’’
worksheet. Loans that defaulted do not earn
interest or guarantee any commitment fees
during LLRT period. The income from each
interest-bearing account is calculated, as are
costs of interest-bearing liabilities. In each
case, these entries are the associated interest
rate for that period multiplied by the account
balances.
Dated: September 7, 2007.
Roland E. Smith,
Secretary, Farm Credit Administration Board.
Jkt 211001
[Docket No. FAA–2007–29170; Directorate
Identifier 2007–NM–075–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A319 and A320 Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
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:
Some taperlocks used in the wing-tofuselage junction at rib 1 were found to be
non-compliant with the applicable
specification, resulting in a loss of pretension in the fasteners. In such conditions,
the structural integrity of the aircraft could be
affected.
The proposed AD would require actions
that are intended to address the unsafe
condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by October 15, 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.
PO 00000
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52309
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Room W12–140 on
the ground floor of the West Building,
1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
• Federal eRulemaking 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 Operations office
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this proposed
AD, the regulatory evaluation, any
comments received, and other
information. The street address for the
Docket Operations office (telephone
(800) 647–5527) is in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Tim
Dulin, Aerospace Engineer,
International Branch, ANM–116, FAA,
Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington
98057–3356; telephone (425) 227–2141;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2007–29170; Directorate Identifier
2007–NM–075–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on 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 proposed AD.
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2007–0067R1,
dated June 7, 2007 (referred to after this
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Federal Register / Vol. 72, No. 177 / Thursday, September 13, 2007 / Proposed Rules
as ‘‘the MCAI’’), to correct an unsafe
condition for the specified products.
The MCAI states:
condition exists and is likely to exist or
develop on other products of the same
type design.
Some taperlocks used in the wing-tofuselage junction at rib 1 were found to be
non-compliant with the applicable
specification, resulting in a loss of pretension in the fasteners. In such conditions,
the structural integrity of the aircraft could be
affected.
This Airworthiness Directive mandates a
repetitive internal inspection of the lower
stiffeners, and a repetitive external
inspection of the lower panels in center and
outer wing box at level of rib 1 junction.
Differences Between This 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 proposed
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
proposed AD.
The corrective action includes
contacting Airbus for repair instructions
and repair if any crack is found. You
may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Service Bulletins
A320–57–1129 and A320–57–1130, both
Revision 01, both dated July 28, 2006.
The actions described in this service
information are intended to correct the
unsafe condition identified in the
MCAI.
Depending on airplane configuration,
the compliance times specified in
Service Bulletin A320–57–1129 range
from between 37,500 and 42,000 flight
cycles and 96,100 and 107,300 flight
hours, whichever occurs first, from AD
effective date; the repetitive intervals
range from between 6,100 and 6,500
flight cycles and 15,700 and 16,800
flight hours, whichever occurs first; the
grace period is 6,100 flight cycles or
15,600 flight hours, whichever occurs
first.
Depending on airplane configuration,
the compliance times specified in
Service Bulletin A320–57–1130 range
from between 23,600 and 45,000 flight
cycles and 60,400 and 101,000 flight
hours, whichever occurs first, from AD
effective date; the repetitive intervals
range from between 6,100 and 10,000
flight cycles and 15,600 and 22,500
flight hours, whichever occurs first; the
grace period is 6,100 flight cycles or
15,600 flight hours, whichever occurs
first.
ebenthall on PRODPC61 with PROPOSALS
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to 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 proposing this
AD because we evaluated all pertinent
information and determined an unsafe
VerDate Aug<31>2005
15:17 Sep 12, 2007
Jkt 211001
Costs of Compliance
Based on the service information, we
estimate that this proposed AD would
affect about 583 products of U.S.
registry. We also estimate that it would
take about between 16 and 77 workhours per product to comply with the
basic requirements of this proposed AD.
The average labor rate is $80 per workhour. Based on these figures, we
estimate the cost of the proposed AD on
U.S. operators to be between $746,240
and $3,591,280, or between $1,280 and
$6,160 per product.
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 proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
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Fmt 4702
Sfmt 4702
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 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 and placed it in the
AD docket.
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 AD:
Airbus: Docket No. FAA–2007–29170;
Directorate Identifier 2007–NM–075–AD.
Comments Due Date
(a) We must receive comments by October
15, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A319
and A320 series airplanes, certificated in any
category, all certified models, all serial
numbers (MSN); except airplanes identified
in paragraphs (c)(1) and (c)(2) of this AD.
Model A320 series airplanes MSN 2164
through MSN 2688 that have partially
received Airbus Modification 33421 in
production are affected by the requirements
of this AD.
(1) Model A319 series airplanes that have
received Airbus Modifications 28238, 28162,
and 28342 in production, or Airbus
Modification 33421 in production.
(2) Model A320 series airplanes that have
received Airbus Modification 33421 fully
embodied in production.
E:\FR\FM\13SEP1.SGM
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Federal Register / Vol. 72, No. 177 / Thursday, September 13, 2007 / Proposed Rules
Subject
(d) Air Transport Association (ATA) of
America Code 57: Wings.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
Some taperlocks used in the wing-tofuselage junction at rib 1 were found to be
non-compliant with the applicable
specification, resulting in a loss of pretension in the fasteners. In such conditions,
the structural integrity of the aircraft could be
affected.
This Airworthiness Directive mandates a
repetitive internal inspection of the lower
stiffeners, and a repetitive external
inspection of the lower panels in center and
outer wing box at level of rib 1 junction.
The corrective action includes contacting
Airbus for repair instructions and repair if
any crack is found.
ebenthall on PRODPC61 with PROPOSALS
Actions and Compliance
(f) Unless already done, do the following
actions.
(1) For A320–200 aircraft: Before the
defined threshold or within the defined grace
period after the effective date of this AD,
whichever occurs later, as listed in paragraph
1.E., ‘‘Compliance,’’ of Airbus Service
Bulletin A320–57–1129, Revision 01, dated
July 28, 2006, and following the instructions
given in the service bulletin, perform an
internal ultrasonic inspection of the lower
stiffeners in the center and outer wing box at
the level of the rib 1 junction to detect cracks,
and if any crack is found, before further flight
contact Airbus for repair instructions and
repair. Repeat this inspection at the intervals
defined in paragraph 1.E., ‘‘Compliance,’’ of
the service bulletin.
(2) For all aircraft: Before the defined
threshold or within the defined grace period
after the effective date of this AD, whichever
occurs later, as listed in paragraph 1.E.,
‘‘Compliance,’’ of Airbus Service Bulletin
A320–57–1130, Revision 01, dated July 28,
2006, and following the instructions given in
the service bulletin, perform an external
ultrasonic inspection of the lower stiffeners
in the center and outer wing box at the level
of the rib 1 junction to detect cracks, and if
any crack is found, before further flight
contact Airbus for repair instructions and
repair. Repeat this inspection at the intervals
defined in paragraph 1.E., ‘‘Compliance,’’ of
the service bulletin. Aircraft that have
already accomplished Airbus Service
Bulletin A320–57–1130, dated September 10,
2004, are compliant with this paragraph.
(3) Modification of the aircraft in
accordance with the instructions contained
in Airbus Service Bulletins A320–57–1131,
A320–57–1137, or A320–57–1140, all dated
November 21, 2006; terminates the repetitive
inspection requirements of this AD.
that the corrective action be done before
further flight.
Although the MCAI and/or service
information specify a compliance time for
accomplishing the inspections after the
effective date on the MCAI, this AD requires
compliance within the specified compliance
time after the effective date of this AD.
DEPARTMENT OF TRANSPORTATION
Other FAA AD Provisions
RIN 2120–AA64
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Tim Dulin,
Aerospace Engineer, International Branch,
ANM–116, FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone (425)
227–2141; fax (425) 227–1149. Before using
any approved AMOC on any airplane to
which the AMOC applies, notify your
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
(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.
Airworthiness Directives; Dassault
Model Mystere-Falcon 50, MystereFalcon 900, Falcon 900EX, Falcon
2000, and Falcon 2000EX Airplanes
Related Information
(h) Refer to MCAI EASA Airworthiness
Directive 2007–0067R1, dated June 7, 2007;
and Airbus Service Bulletins A320–57–1129
and A320–57–1130, both Revision 01, both
dated July 28, 2006; for related information.
Issued in Renton, Washington, on
September 4, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E7–18046 Filed 9–12–07; 8:45 am]
BILLING CODE 4910–13–P
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows:
Although the MCAI or service information
does not specify a compliance time for
corrective action (repair of cracks),
paragraphs (f)(1) and (f)(2) of this AD require
VerDate Aug<31>2005
15:17 Sep 12, 2007
Jkt 211001
52311
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–29175; Directorate
Identifier 2007–NM–134–AD]
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
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:
A rotating rod in the trailing edge flap
control linkage broke in flight. Investigations
revealed that the rotating rod had been
installed in the wrong side during a
maintenance operation. This incorrect
installation caused a contact between the
rotating rod and its retaining bracket leading,
after some time in operation, to the rod
breakage and flap asymmetry situation.
The consequence on the airplane of the
flap asymmetry combined with a latent
failure of the asymmetry detection system is
classified as a catastrophic failure condition.
The unsafe condition is failure of the
rotating rod in the control linkage of the
trailing edge flap and consequent flap
asymmetry during the approach to
landing, which could result in reduced
controllability of the airplane. The
proposed AD would require actions that
are intended to address the unsafe
condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by October 15, 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: Room W12–140 on
the ground floor of the West Building,
1200 New Jersey Avenue, SE.,
E:\FR\FM\13SEP1.SGM
13SEP1
]]>Agencies
[Federal Register Volume 72, Number 177 (Thursday, September 13, 2007)]
[Proposed Rules]
[Pages 52309-52311]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-18046]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-29170; Directorate Identifier 2007-NM-075-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A319 and A320 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed 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:
Some taperlocks used in the wing-to-fuselage junction at rib 1
were found to be non-compliant with the applicable specification,
resulting in a loss of pre-tension in the fasteners. In such
conditions, the structural integrity of the aircraft could be
affected.
The proposed AD would require actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on this proposed AD by October 15,
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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Room W12-140 on the ground floor of the
West Building, 1200 New Jersey Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Federal eRulemaking 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 Operations office between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this proposed AD, the regulatory evaluation, any
comments received, and other information. The street address for the
Docket Operations office (telephone (800) 647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Tim Dulin, Aerospace Engineer,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425)
227-2141; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2007-
29170; Directorate Identifier 2007-NM-075-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on 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 proposed AD.
Discussion
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2007-0067R1, dated June 7, 2007 (referred to
after this
[[Page 52310]]
as ``the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
Some taperlocks used in the wing-to-fuselage junction at rib 1
were found to be non-compliant with the applicable specification,
resulting in a loss of pre-tension in the fasteners. In such
conditions, the structural integrity of the aircraft could be
affected.
This Airworthiness Directive mandates a repetitive internal
inspection of the lower stiffeners, and a repetitive external
inspection of the lower panels in center and outer wing box at level
of rib 1 junction.
The corrective action includes contacting Airbus for repair
instructions and repair if any crack is found. You may obtain further
information by examining the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Service Bulletins A320-57-1129 and A320-57-1130,
both Revision 01, both dated July 28, 2006. The actions described in
this service information are intended to correct the unsafe condition
identified in the MCAI.
Depending on airplane configuration, the compliance times specified
in Service Bulletin A320-57-1129 range from between 37,500 and 42,000
flight cycles and 96,100 and 107,300 flight hours, whichever occurs
first, from AD effective date; the repetitive intervals range from
between 6,100 and 6,500 flight cycles and 15,700 and 16,800 flight
hours, whichever occurs first; the grace period is 6,100 flight cycles
or 15,600 flight hours, whichever occurs first.
Depending on airplane configuration, the compliance times specified
in Service Bulletin A320-57-1130 range from between 23,600 and 45,000
flight cycles and 60,400 and 101,000 flight hours, whichever occurs
first, from AD effective date; the repetitive intervals range from
between 6,100 and 10,000 flight cycles and 15,600 and 22,500 flight
hours, whichever occurs first; the grace period is 6,100 flight cycles
or 15,600 flight hours, whichever occurs first.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to 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 proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This 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 proposed 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 proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 583 products of U.S. registry. We also estimate that
it would take about between 16 and 77 work-hours per product to comply
with the basic requirements of this proposed AD. The average labor rate
is $80 per work-hour. Based on these figures, we estimate the cost of
the proposed AD on U.S. operators to be between $746,240 and
$3,591,280, or between $1,280 and $6,160 per product.
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 proposed AD would not have federalism
implications under Executive Order 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 this 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 and placed it in the AD docket.
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 AD:
Airbus: Docket No. FAA-2007-29170; Directorate Identifier 2007-NM-
075-AD.
Comments Due Date
(a) We must receive comments by October 15, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A319 and A320 series
airplanes, certificated in any category, all certified models, all
serial numbers (MSN); except airplanes identified in paragraphs
(c)(1) and (c)(2) of this AD. Model A320 series airplanes MSN 2164
through MSN 2688 that have partially received Airbus Modification
33421 in production are affected by the requirements of this AD.
(1) Model A319 series airplanes that have received Airbus
Modifications 28238, 28162, and 28342 in production, or Airbus
Modification 33421 in production.
(2) Model A320 series airplanes that have received Airbus
Modification 33421 fully embodied in production.
[[Page 52311]]
Subject
(d) Air Transport Association (ATA) of America Code 57: Wings.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Some taperlocks used in the wing-to-fuselage junction at rib 1
were found to be non-compliant with the applicable specification,
resulting in a loss of pre-tension in the fasteners. In such
conditions, the structural integrity of the aircraft could be
affected.
This Airworthiness Directive mandates a repetitive internal
inspection of the lower stiffeners, and a repetitive external
inspection of the lower panels in center and outer wing box at level
of rib 1 junction.
The corrective action includes contacting Airbus for repair
instructions and repair if any crack is found.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) For A320-200 aircraft: Before the defined threshold or
within the defined grace period after the effective date of this AD,
whichever occurs later, as listed in paragraph 1.E., ``Compliance,''
of Airbus Service Bulletin A320-57-1129, Revision 01, dated July 28,
2006, and following the instructions given in the service bulletin,
perform an internal ultrasonic inspection of the lower stiffeners in
the center and outer wing box at the level of the rib 1 junction to
detect cracks, and if any crack is found, before further flight
contact Airbus for repair instructions and repair. Repeat this
inspection at the intervals defined in paragraph 1.E.,
``Compliance,'' of the service bulletin.
(2) For all aircraft: Before the defined threshold or within the
defined grace period after the effective date of this AD, whichever
occurs later, as listed in paragraph 1.E., ``Compliance,'' of Airbus
Service Bulletin A320-57-1130, Revision 01, dated July 28, 2006, and
following the instructions given in the service bulletin, perform an
external ultrasonic inspection of the lower stiffeners in the center
and outer wing box at the level of the rib 1 junction to detect
cracks, and if any crack is found, before further flight contact
Airbus for repair instructions and repair. Repeat this inspection at
the intervals defined in paragraph 1.E., ``Compliance,'' of the
service bulletin. Aircraft that have already accomplished Airbus
Service Bulletin A320-57-1130, dated September 10, 2004, are
compliant with this paragraph.
(3) Modification of the aircraft in accordance with the
instructions contained in Airbus Service Bulletins A320-57-1131,
A320-57-1137, or A320-57-1140, all dated November 21, 2006;
terminates the repetitive inspection requirements of this AD.
FAA AD Differences
Note: This AD differs from the MCAI and/or service information
as follows:
Although the MCAI or service information does not specify a
compliance time for corrective action (repair of cracks), paragraphs
(f)(1) and (f)(2) of this AD require that the corrective action be
done before further flight.
Although the MCAI and/or service information specify a
compliance time for accomplishing the inspections after the
effective date on the MCAI, this AD requires compliance within the
specified compliance time after the effective date of this AD.
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, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. Send information to ATTN: Tim Dulin, Aerospace Engineer,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 227-2141; fax (425) 227-1149. Before using any approved AMOC
on any airplane to which the AMOC applies, notify your appropriate
principal inspector (PI) in the FAA Flight Standards District Office
(FSDO), or lacking a PI, your local FSDO.
(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 Airworthiness Directive 2007-0067R1,
dated June 7, 2007; and Airbus Service Bulletins A320-57-1129 and
A320-57-1130, both Revision 01, both dated July 28, 2006; for
related information.
Issued in Renton, Washington, on September 4, 2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-18046 Filed 9-12-07; 8:45 am]
BILLING CODE 4910-13-P
