Airworthiness Directives; Construcciones Aeronauticas, S.A., (CASA) Model C-212 Airplanes, 80-84 [E7-25481]
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Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Proposed Rules
Costs of Compliance
List of Subjects in 14 CFR Part 39
We estimate that this proposed AD
would affect 379 GE CF6–45 and CF6–
50 series turbofan engines installed on
airplanes of U.S. registry. We also
estimate that it would take about 44
work hours per engine to perform the
proposed actions, and that the average
labor rate is $80 per work hour.
Required parts would cost about
$11,000 per engine. Based on these
figures, we estimate the total cost of the
proposed AD to U.S. operators to be
$2,802,360.
Air transportation, Aircraft, Aviation
safety, Safety.
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.
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Regulatory Findings
We have 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 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. Would 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.
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The Proposed Amendment
Under the authority delegated to me
by the Administrator, the Federal
Aviation Administration 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:
General Electric Company: Docket No. FAA–
2006–24145; Directorate Identifier 2006–
NE–06–AD.
Alternative Methods of Compliance
(g) The Manager, Engine Certification
Office, has the authority to approve
alternative methods of compliance for this
AD if requested using the procedures found
in 14 CFR 39.19.
Related Information
(h) Contact Robert Green, Aerospace
Engineer, Engine Certification Office, FAA,
Engine & Propeller Directorate, 12 New
England Executive Park, Burlington, MA
01803; e-mail: robert.green@faa.gov;
telephone (781) 238–7754; fax (781) 238–
7199, for more information about this AD.
Issued in Burlington, Massachusetts, on
December 17, 2007.
Peter A. White,
Assistant Manager, Engine and Propeller
Directorate, Aircraft Certification Service.
[FR Doc. E7–25458 Filed 12–31–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Comments Due Date
(a) The Federal Aviation Administration
(FAA) must receive comments on this
airworthiness directive (AD) action by
February 19, 2008.
Federal Aviation Administration
Affected ADs
(b) None.
RIN 2120–AA64
Applicability
(c) This AD applies to General Electric
Company (GE) CF6–45A, CF6–45A2, CF6–
50A, CF6–50C, CF6–50CA, CF6–50C1, CF6–
50C2, CF6–50C2B, CF6–50C2D, CF6–50E,
CF6–50E1, CF6–50E2, and CF6–50E2B series
turbofan engines with long fixed core exhaust
nozzle (LFCEN) assembly forward
centerbody, part number (P/N) 1313M55G01
or G02, P/N 9076M28G09 or G10, and aft
centerbody P/N 1313M56G01 or
9076M46G05, installed. These engines are
installed on, but not limited to, Airbus A300
series, Boeing 747 series, McDonnell Douglas
DC–10 series, and DC–10–30F (KC–10A,
KDC–10) airplanes.
Unsafe Condition
(d) This AD results from reports of
separation of LFCEN assembly forward and
aft centerbodies, due to high imbalance
engine conditions. We are issuing this AD to
prevent the forward and aft centerbody of the
LFCEN assembly from separating, leading to
additional damage to the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
42 months after the effective date of this AD,
unless the actions have already been done.
(f) Replace the forward centerbody, P/N
1313M55G01 or G02, P/N 9076M28G09 or
G10, and aft centerbody, P/N 1313M56G01 or
9076M46G05 with a forward and aft
centerbody that have been modified using
with the Accomplishment Instructions,
Section 3, of GE service bulletin No. CF6–50
S/B 78–0244, dated July 30, 2007.
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14 CFR Part 39
[Docket No. FAA–2007–0372; Directorate
Identifier 2007–NM–164–AD]
Airworthiness Directives;
Construcciones Aeronauticas, S.A.,
(CASA) Model C–212 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 that would
supersede an existing AD. 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:
On 23 November 2006, Emergency
Airworthiness Directive (EAD) Nr. (number)
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.
A more detailed examination in the
laboratory, led to think that the initiation of
the fatigue cracks was produced by fretting,
and EAD 2006–0365–E, superseding EAD
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2006–0351–E, was published on 4 December
2006 to address the new situation.
Further examination in the laboratory has
allowed to establish that crack initiation was
due to fatigue and the fretting was posterior.
The above mentioned cracks, if not timely
detected, could lead to reduced structural
integrity of the aircraft.
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 February 1, 2008.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–40, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.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:
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:
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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–2007–0372; Directorate Identifier
2007–NM–164–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
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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://
www.regulations.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
On February 16, 2007, we issued AD
2007–05–01, Amendment 39–14962 (72
FR 8610, February 27, 2007). That AD
required actions intended to address an
unsafe condition on the products listed
above.
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
(EAD) 2007–0108-E, dated April 18,
2007 (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 Nr. (number) 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.
A more detailed examination in the
laboratory, led to think that the initiation of
the fatigue cracks was produced by fretting,
and EAD 2006–0365-E, superseding EAD
2006–0351-E, was published on 4 December
2006 to address the new situation.
Further examination in the laboratory has
allowed to establish that crack initiation was
due to fatigue and the fretting was posterior.
Additionally, given that some operators were
reporting difficulties in performing the
required inspections, a new procedure has
been defined using High Frequency Eddy
Currents. Finally, an inspection interval has
been established to make the required
inspections repetitive in the interim until a
definitive solution is available.
The subject element is identified in Ref. 1
(CASA 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 (CASA 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/
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81
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 2006–0365–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 and a repetitive inspection
thereafter, until the moment a definitive
design solution will be available, in
accordance with the requirements under the
paragraph ‘‘Compliance’’ of this EAD.
An additional inspection procedure, by
using High Frequency Eddy Currents, has
been introduced, which should be able to
detect cracks with higher reliability.
The corrective action includes repetitive
inspections for cracks, and repair if
necessary.
We clarified the compliance times
specified in paragraphs (f)(1)(i) and
(f)(2)(i) of the existing AD to specify
those times in terms of a threshold (e.g.,
5,600 total flight hours, 2,400 total
landings) and a grace period (e.g.,
within 6 months), whichever is latest.
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 2, dated March
20, 2007. 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 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
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Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Proposed Rules
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 33 products of U.S. registry.
We also estimate that it would take
about 8 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
$21,120, or $640 per product.
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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 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,
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Jkt 214001
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
removing Amendment 39–14962 (72 FR
8610, February 27, 2007) and adding the
following new AD:
Construcciones Aeronauticas, S.A. (CASA):
Docket No. FAA–2007–0372; Directorate
Identifier 2007–NM–164–AD.
Comments Due Date
(a) We must receive comments by February
1, 2008.
Affected ADs
(b) The proposed AD supersedes AD 2007–
05–01, Amendment 39–14962.
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) Air Transport Association (ATA) of
America Code 57: Wings.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
On 23 November 2006, Emergency
Airworthiness Directive Nr. (number) 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.
A more detailed examination in the
laboratory, led to think that the initiation of
the fatigue cracks was produced by fretting,
and EAD 2006–0365–E, superseding EAD
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Fmt 4702
Sfmt 4702
2006–0351–E, was published on 4 December
2006 to address the new situation.
Further examination in the laboratory has
allowed to establish that crack initiation was
due to fatigue and the fretting was posterior.
Additionally, given that some operators were
reporting difficulties in performing the
required inspections, a new procedure has
been defined using High Frequency Eddy
Currents. Finally, an inspection interval has
been established to make the required
inspections repetitive in the interim until a
definitive solution is available.
The subject element is identified in Ref. 1
(CASA 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 (CASA 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 2006–0365–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 and a repetitive inspection
thereafter, until the moment a definitive
design solution will be available, in
accordance with the requirements under the
paragraph ‘‘Compliance’’ of this EAD.
An additional inspection procedure, by
using High Frequency Eddy Currents, has
been introduced, which should be able to
detect cracks with higher reliability.
The corrective action includes repetitive
inspections for cracks, and repair if
necessary.
Restatement of Requirements of AD 2007–
05–01:
(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 March 14, 2007 (the effective date
of AD 2007–05–01): Perform a NonDestructive 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; or Revision 2, dated
March 20, 2007. As of the effective date of
this AD, only Revision 2 may be used. –
Note 1: For the purposes of this AD, the
term ‘‘maritime operations’’ is defined as
airplanes which are used for monitoring
certain areas of water.
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(i) For airplanes having accumulated 5,600
flight hours or less, and 2,400 landings or
less as of March 14, 2007: Perform the
inspections before the accumulation of 5,600
total flight hours, or before the accumulation
of 2,400 total landings, or within 6 months
after March 14, 2007, 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 March 14, 2007: Perform the
inspections before the accumulation of 200
flight hours or 100 landings after March 14,
2007, whichever occurs first.
(iii) For airplanes having accumulated
more than 8,000 flight hours or more than
3,600 landings as of March 14, 2007: Perform
the inspections within 14 days after March
14, 2007.
(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; or Revision 2, dated March 20, 2007.
As of the effective date of this AD, only
Revision 2 may be used.
(i) For airplanes having accumulated
10,000 total flight hours or less, and 10,000
total landings or less as of March 14, 2007:
Perform the inspections before the
accumulation of 10,000 total flight hours, or
before the accumulation of 10,000 total
landings, or within 6 months after March 14,
2007, 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 March 14, 2007:
Perform the inspections before the
accumulation of 200 flight hours or 100
landings after March 14, 2007, whichever
occurs first.
(iii) For airplanes having accumulated
more than 15,000 flight hours or more than
15,000 landings as of March 14, 2007:
Perform the inspections within 14 days after
March 14, 2007.
New Requirements of This AD: Actions and
Compliance
(g) Unless already done, do the following
actions.
(1) For airplanes identified in paragraph
(f)(1) of this AD that have accumulated 5,600
flight hours or less, and 2,400 landings or
less as of the effective date of this AD:
Perform the inspections at the times specified
in paragraphs (g)(1)(i) and (g)(1)(ii) of this
AD. Do the inspections as defined in EADS–
CASA All Operator Letter 212–018, Revision
2, dated March 20, 2007.
(i) At the later of the times specified in
paragraphs (g)(1)(i)(A) and (g)(1)(i)(B) of this
AD: Perform a high frequency eddy current
(HFEC) NDI for cracks.
(A) Within 200 flight hours or 100 landings
after the effective date of this AD, whichever
occurs first.
(B) Before the accumulation of 5,600 total
flight hours or 2,400 total landings,
whichever occurs first.
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(ii) Repeat the inspections required by
paragraphs (f)(1) and (g)(1)(i) of this AD
before the accumulation of 8,000 total flight
hours or 3,600 total landings, whichever
occurs first, and thereafter at intervals not to
exceed 600 flight hours or 250 landings,
whichever occurs first.
(2) For airplanes identified in paragraph
(f)(1) of this AD that have 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 at the times specified
in paragraphs (g)(2)(i) and (g)(2)(ii) of this
AD. Do the inspections as defined in EADS–
CASA All Operator Letter 212–018, Revision
2, dated March 20, 2007.
(i) Within 200 flight hours or 100 landings
after the effective date of this AD, whichever
occurs first: Perform a HFEC NDI for cracks.
(ii) Within 600 flight hours or 250
landings, whichever occurs first, after doing
the inspection required by paragraph (g)(2)(i)
of this AD: Perform the inspections required
by paragraphs (f)(1) and (g)(2)(i) of this AD
and repeat the inspections thereafter at
intervals not to exceed 600 flight hours or
250 landings, whichever occurs first.
(3) For airplanes identified in paragraph
(f)(1) of this AD that are not subject to
paragraph (g)(1) or (g)(2) of this AD: Perform
the inspections at the times specified in
paragraphs (g)(3)(i) and (g)(3)(ii) of this AD.
Do the inspections as defined in EADS–
CASA All Operator Letter 212–018, Revision
2, dated March 20, 2007.
(i) Within 14 days after the effective date
of this AD: Perform a HFEC NDI for cracks.
(ii) Within 600 flight hours or 250
landings, whichever occurs first, after doing
the inspection required by paragraph (g)(3)(i)
of this AD: Perform the inspections required
by paragraphs (f)(1) and (g)(3)(i) of this AD
and repeat the inspections thereafter at
intervals not to exceed 600 flight hours or
250 landings, whichever occurs first.
(4) For airplanes identified in paragraph
(f)(2) of this AD that have accumulated
10,000 flight hours or less, and 10,000
landings or less, as of the effective date of
this AD: Perform the inspections at the times
specified in paragraphs (g)(4)(i) and (g)(4)(ii)
of this AD. Do the inspections as defined in
EADS–CASA All Operator Letter 212–018,
Revision 2, dated March 20, 2007.
(i) Within 200 flight hours or 100 landings
after the effective date of this AD, whichever
occurs first: Perform a HFEC NDI for cracks.
(ii) Repeat the inspections required by
paragraphs (f)(2) and (g)(4)(i) of this AD
before the accumulation of 15,000 total flight
hours or 15,000 total landings, whichever
occurs first, and thereafter at intervals not to
exceed 4,500 flight hours or 4,500 landings,
whichever occurs first.
(5) For airplanes identified in paragraph
(f)(2) of this AD that have 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 at the time
specified in paragraphs (g)(5)(i) and (g)(5)(ii)
of this AD. Do the inspections as defined in
EADS–CASA All Operator Letter 212–018,
Revision 2, dated March 20, 2007.
PO 00000
Frm 00011
Fmt 4702
Sfmt 4702
83
(i) Within 200 flight hours or 100 landings
after the effective date of this AD, whichever
occurs first: Perform a HFEC NDI for cracks.
(ii) Within 4,500 flight hours or 4,500
landings, whichever occurs first, after doing
the inspection required by paragraph (g)(5)(i)
of this AD: Perform the inspections required
by paragraphs (f)(2) and (g)(5)(i) of this AD.
Repeat the inspections thereafter at intervals
not to exceed 4,500 flight hours or 4,500
landings, whichever occurs first.
(6) For airplanes identified in paragraph
(f)(2) of this AD that are not subject to
paragraph (g)(4) or (g)(5) of this AD: Perform
the inspections at the time specified in
paragraphs (g)(6)(i) and (g)(6)(ii) of this AD.
Do the inspections as defined in EADS–
CASA All Operator Letter 212–018, Revision
2, dated March 20, 2007.
(i) Within 14 days after the effective date
of this AD: Perform a HFEC NDI for cracks.
(ii) Within 4,500 flight hours or 4,500
landings, whichever occurs first, after doing
the inspection required by paragraph (g)(6)(i)
of this AD: Perform the inspections required
by paragraphs (f)(2) and (g)(6)(i) of this AD,
and repeat the inspection thereafter at
intervals not to exceed 4,500 flight hours or
4,500 landings, whichever occurs first.
(7) If any crack or loose rivet is detected
during any inspection required by this AD,
before further flight, repair 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 first
inspection 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
inspection is required to be sent to EADS–
CASA.
FAA AD Differences
Note 2: 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 HFEC
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 or EASA
(or its delegated agent).
Other FAA AD Provisions
(h) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
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02JAP1
84
Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Proposed Rules
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,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, Washington 98057–
3356; telephone (425) 227–1112; 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
(i) Refer to MCAI EASA Emergency
Airworthiness Directive 2007–0108–E, dated
April 18, 2007, and EADS–CASA All
Operator Letter 212–018, Revision 2, dated
March 20, 2007, for related information.
Issued in Renton, Washington, on
December 19, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–25481 Filed 12–31–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–0389; Directorate
Identifier 2007–NM–222–AD]
RIN 2120–AA64
Airworthiness Directives; Various
Transport Category Airplanes
Equipped With Auxiliary Fuel Tanks
Installed in Accordance With Certain
Supplemental Type Certificates
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
mstockstill on PROD1PC66 with PROPOSALS
AGENCY:
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for
various transport category airplanes.
This proposed AD would require
VerDate Aug<31>2005
16:49 Dec 31, 2007
Jkt 214001
deactivation of Southeast Aero-Tek,
Inc., auxiliary fuel tanks. This proposed
AD results from fuel system reviews
conducted by the manufacturer, which
identified potential unsafe conditions
for which the manufacturer has not
provided corrective actions. We are
proposing this AD to prevent the
potential of ignition sources inside fuel
tanks, which, in combination with
flammable fuel vapors, could result in
fuel tank explosions and consequent
loss of the airplane.
DATES: We must receive comments on
this proposed AD by February 19, 2008.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket 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:
Robert Bosak, Aerospace Engineer,
Propulsion and Services Branch, ACE–
118A, FAA, Atlanta Aircraft
Certification Office, One Crown Center,
1895 Phoenix Boulevard, Suite 460,
Atlanta, Georgia 30349; telephone (770)
703–6094; fax (770) 703–6097.
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–2007–0389; Directorate Identifier
2007–NM–222–AD’’ at the beginning of
your comments. We specifically invite
PO 00000
Frm 00012
Fmt 4702
Sfmt 4702
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 because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.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 FAA has examined the
underlying safety issues involved in fuel
tank explosions on several large
transport airplanes, including the
adequacy of existing regulations, the
service history of airplanes subject to
those regulations, and existing
maintenance practices for fuel tank
systems. As a result of those findings,
we issued a regulation titled ‘‘Transport
Airplane Fuel Tank System Design
Review, Flammability Reduction and
Maintenance and Inspection
Requirements’’ (66 FR 23086, May 7,
2001). In addition to new airworthiness
standards for transport airplanes and
new maintenance requirements, this
rule included Special Federal Aviation
Regulation No. 88 (‘‘SFAR 88,’’
Amendment 21–78, and subsequent
Amendments 21–82 and 21–83).
Among other actions, SFAR 88
requires certain type design (i.e., type
certificate (TC) and supplemental type
certificate (STC) design approval)
holders to substantiate that their fuel
tank systems can prevent ignition
sources in the fuel tanks. This
requirement applies to design approval
holders for large turbine-powered
transport airplanes and for subsequent
modifications to those airplanes. It
requires them to perform design reviews
and to develop design changes and
maintenance procedures if their designs
do not meet the new fuel tank safety
standards. As explained in the preamble
to the rule, we intended to adopt
airworthiness directives to mandate any
changes found necessary to address
unsafe conditions identified as a result
of these reviews.
In evaluating these design reviews, we
have established four criteria intended
to define the unsafe conditions
associated with fuel tank systems that
require corrective actions. The
percentage of operating time during
which fuel tanks are exposed to
flammable conditions is one of these
criteria. The other three criteria address
the failure types under evaluation:
Single failures, single failures in
E:\FR\FM\02JAP1.SGM
02JAP1
]]>Agencies
[Federal Register Volume 73, Number 1 (Wednesday, January 2, 2008)]
[Proposed Rules]
[Pages 80-84]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-25481]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-0372; Directorate Identifier 2007-NM-164-AD]
RIN 2120-AA64
Airworthiness Directives; Construcciones Aeronauticas, S.A.,
(CASA) Model C-212 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 that would supersede an existing AD. 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:
On 23 November 2006, Emergency Airworthiness Directive (EAD) Nr.
(number) 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.
A more detailed examination in the laboratory, led to think that
the initiation of the fatigue cracks was produced by fretting, and
EAD 2006-0365-E, superseding EAD
[[Page 81]]
2006-0351-E, was published on 4 December 2006 to address the new
situation.
Further examination in the laboratory has allowed to establish
that crack initiation was due to fatigue and the fretting was
posterior.
The above mentioned cracks, if not timely detected, could lead
to reduced structural integrity of the aircraft.
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 February 1,
2008.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://
www.regulations.gov. Follow the instructions for submitting comments.
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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.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: 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:
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-2007-0372;
Directorate Identifier 2007-NM-164-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://
www.regulations.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
On February 16, 2007, we issued AD 2007-05-01, Amendment 39-14962
(72 FR 8610, February 27, 2007). That AD required actions intended to
address an unsafe condition on the products listed above.
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 (EAD) 2007-0108-E, dated April 18,
2007 (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 Nr.
(number) 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.
A more detailed examination in the laboratory, led to think that
the initiation of the fatigue cracks was produced by fretting, and
EAD 2006-0365-E, superseding EAD 2006-0351-E, was published on 4
December 2006 to address the new situation.
Further examination in the laboratory has allowed to establish
that crack initiation was due to fatigue and the fretting was
posterior. Additionally, given that some operators were reporting
difficulties in performing the required inspections, a new procedure
has been defined using High Frequency Eddy Currents. Finally, an
inspection interval has been established to make the required
inspections repetitive in the interim until a definitive solution is
available.
The subject element is identified in Ref. 1 (CASA 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 (CASA 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 2006-0365-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 and a repetitive
inspection thereafter, until the moment a definitive design solution
will be available, in accordance with the requirements under the
paragraph ``Compliance'' of this EAD.
An additional inspection procedure, by using High Frequency Eddy
Currents, has been introduced, which should be able to detect cracks
with higher reliability.
The corrective action includes repetitive inspections for cracks, and
repair if necessary.
We clarified the compliance times specified in paragraphs (f)(1)(i)
and (f)(2)(i) of the existing AD to specify those times in terms of a
threshold (e.g., 5,600 total flight hours, 2,400 total landings) and a
grace period (e.g., within 6 months), whichever is latest. 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 2, dated
March 20, 2007. 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 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
[[Page 82]]
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 33 products of U.S. registry. We also estimate that
it would take about 8 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 $21,120, or $640 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 removing Amendment 39-14962 (72 FR
8610, February 27, 2007) and adding the following new AD:
Construcciones Aeronauticas, S.A. (CASA): Docket No. FAA-2007-0372;
Directorate Identifier 2007-NM-164-AD.
Comments Due Date
(a) We must receive comments by February 1, 2008.
Affected ADs
(b) The proposed AD supersedes AD 2007-05-01, Amendment 39-
14962.
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) Air Transport Association (ATA) of America Code 57: Wings.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
On 23 November 2006, Emergency Airworthiness Directive Nr.
(number) 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.
A more detailed examination in the laboratory, led to think that
the initiation of the fatigue cracks was produced by fretting, and
EAD 2006-0365-E, superseding EAD 2006-0351-E, was published on 4
December 2006 to address the new situation.
Further examination in the laboratory has allowed to establish
that crack initiation was due to fatigue and the fretting was
posterior. Additionally, given that some operators were reporting
difficulties in performing the required inspections, a new procedure
has been defined using High Frequency Eddy Currents. Finally, an
inspection interval has been established to make the required
inspections repetitive in the interim until a definitive solution is
available.
The subject element is identified in Ref. 1 (CASA 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 (CASA 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 2006-0365-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 and a repetitive
inspection thereafter, until the moment a definitive design solution
will be available, in accordance with the requirements under the
paragraph ``Compliance'' of this EAD.
An additional inspection procedure, by using High Frequency Eddy
Currents, has been introduced, which should be able to detect cracks
with higher reliability.
The corrective action includes repetitive inspections for cracks,
and repair if necessary.
Restatement of Requirements of AD 2007-05-01:
(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 March 14, 2007 (the effective date
of AD 2007-05-01): 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; or Revision 2, dated March 20,
2007. As of the effective date of this AD, only Revision 2 may be
used. -
Note 1: For the purposes of this AD, the term ``maritime
operations'' is defined as airplanes which are used for monitoring
certain areas of water.
[[Page 83]]
(i) For airplanes having accumulated 5,600 flight hours or less,
and 2,400 landings or less as of March 14, 2007: Perform the
inspections before the accumulation of 5,600 total flight hours, or
before the accumulation of 2,400 total landings, or within 6 months
after March 14, 2007, 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 March
14, 2007: Perform the inspections before the accumulation of 200
flight hours or 100 landings after March 14, 2007, whichever occurs
first.
(iii) For airplanes having accumulated more than 8,000 flight
hours or more than 3,600 landings as of March 14, 2007: Perform the
inspections within 14 days after March 14, 2007.
(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; or Revision 2, dated March 20,
2007. As of the effective date of this AD, only Revision 2 may be
used.
(i) For airplanes having accumulated 10,000 total flight hours
or less, and 10,000 total landings or less as of March 14, 2007:
Perform the inspections before the accumulation of 10,000 total
flight hours, or before the accumulation of 10,000 total landings,
or within 6 months after March 14, 2007, 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
March 14, 2007: Perform the inspections before the accumulation of
200 flight hours or 100 landings after March 14, 2007, whichever
occurs first.
(iii) For airplanes having accumulated more than 15,000 flight
hours or more than 15,000 landings as of March 14, 2007: Perform the
inspections within 14 days after March 14, 2007.
New Requirements of This AD: Actions and Compliance
(g) Unless already done, do the following actions.
(1) For airplanes identified in paragraph (f)(1) of this AD that
have accumulated 5,600 flight hours or less, and 2,400 landings or
less as of the effective date of this AD: Perform the inspections at
the times specified in paragraphs (g)(1)(i) and (g)(1)(ii) of this
AD. Do the inspections as defined in EADS-CASA All Operator Letter
212-018, Revision 2, dated March 20, 2007.
(i) At the later of the times specified in paragraphs
(g)(1)(i)(A) and (g)(1)(i)(B) of this AD: Perform a high frequency
eddy current (HFEC) NDI for cracks.
(A) Within 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first.
(B) Before the accumulation of 5,600 total flight hours or 2,400
total landings, whichever occurs first.
(ii) Repeat the inspections required by paragraphs (f)(1) and
(g)(1)(i) of this AD before the accumulation of 8,000 total flight
hours or 3,600 total landings, whichever occurs first, and
thereafter at intervals not to exceed 600 flight hours or 250
landings, whichever occurs first.
(2) For airplanes identified in paragraph (f)(1) of this AD that
have 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 at the times specified in paragraphs
(g)(2)(i) and (g)(2)(ii) of this AD. Do the inspections as defined
in EADS-CASA All Operator Letter 212-018, Revision 2, dated March
20, 2007.
(i) Within 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first: Perform a HFEC NDI for
cracks.
(ii) Within 600 flight hours or 250 landings, whichever occurs
first, after doing the inspection required by paragraph (g)(2)(i) of
this AD: Perform the inspections required by paragraphs (f)(1) and
(g)(2)(i) of this AD and repeat the inspections thereafter at
intervals not to exceed 600 flight hours or 250 landings, whichever
occurs first.
(3) For airplanes identified in paragraph (f)(1) of this AD that
are not subject to paragraph (g)(1) or (g)(2) of this AD: Perform
the inspections at the times specified in paragraphs (g)(3)(i) and
(g)(3)(ii) of this AD. Do the inspections as defined in EADS-CASA
All Operator Letter 212-018, Revision 2, dated March 20, 2007.
(i) Within 14 days after the effective date of this AD: Perform
a HFEC NDI for cracks.
(ii) Within 600 flight hours or 250 landings, whichever occurs
first, after doing the inspection required by paragraph (g)(3)(i) of
this AD: Perform the inspections required by paragraphs (f)(1) and
(g)(3)(i) of this AD and repeat the inspections thereafter at
intervals not to exceed 600 flight hours or 250 landings, whichever
occurs first.
(4) For airplanes identified in paragraph (f)(2) of this AD that
have accumulated 10,000 flight hours or less, and 10,000 landings or
less, as of the effective date of this AD: Perform the inspections
at the times specified in paragraphs (g)(4)(i) and (g)(4)(ii) of
this AD. Do the inspections as defined in EADS-CASA All Operator
Letter 212-018, Revision 2, dated March 20, 2007.
(i) Within 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first: Perform a HFEC NDI for
cracks.
(ii) Repeat the inspections required by paragraphs (f)(2) and
(g)(4)(i) of this AD before the accumulation of 15,000 total flight
hours or 15,000 total landings, whichever occurs first, and
thereafter at intervals not to exceed 4,500 flight hours or 4,500
landings, whichever occurs first.
(5) For airplanes identified in paragraph (f)(2) of this AD that
have 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 at the time specified in paragraphs
(g)(5)(i) and (g)(5)(ii) of this AD. Do the inspections as defined
in EADS-CASA All Operator Letter 212-018, Revision 2, dated March
20, 2007.
(i) Within 200 flight hours or 100 landings after the effective
date of this AD, whichever occurs first: Perform a HFEC NDI for
cracks.
(ii) Within 4,500 flight hours or 4,500 landings, whichever
occurs first, after doing the inspection required by paragraph
(g)(5)(i) of this AD: Perform the inspections required by paragraphs
(f)(2) and (g)(5)(i) of this AD. Repeat the inspections thereafter
at intervals not to exceed 4,500 flight hours or 4,500 landings,
whichever occurs first.
(6) For airplanes identified in paragraph (f)(2) of this AD that
are not subject to paragraph (g)(4) or (g)(5) of this AD: Perform
the inspections at the time specified in paragraphs (g)(6)(i) and
(g)(6)(ii) of this AD. Do the inspections as defined in EADS-CASA
All Operator Letter 212-018, Revision 2, dated March 20, 2007.
(i) Within 14 days after the effective date of this AD: Perform
a HFEC NDI for cracks.
(ii) Within 4,500 flight hours or 4,500 landings, whichever
occurs first, after doing the inspection required by paragraph
(g)(6)(i) of this AD: Perform the inspections required by paragraphs
(f)(2) and (g)(6)(i) of this AD, and repeat the inspection
thereafter at intervals not to exceed 4,500 flight hours or 4,500
landings, whichever occurs first.
(7) If any crack or loose rivet is detected during any
inspection required by this AD, before further flight, repair 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 first
inspection 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 2: 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 HFEC
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 or EASA (or its delegated agent).
Other FAA AD Provisions
(h) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International
[[Page 84]]
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,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425)
227-1112; 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
(i) Refer to MCAI EASA Emergency Airworthiness Directive 2007-
0108-E, dated April 18, 2007, and EADS-CASA All Operator Letter 212-
018, Revision 2, dated March 20, 2007, for related information.
Issued in Renton, Washington, on December 19, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-25481 Filed 12-31-07; 8:45 am]
BILLING CODE 4910-13-P
