Airworthiness Directives; Construcciones Aeronauticas, S.A. (CASA), Model C-212 Airplanes, 13433-13436 [E8-4936]

Download as PDF 13433 Rules and Regulations Federal Register Vol. 73, No. 50 Thursday, March 13, 2008 This section of the FEDERAL REGISTER contains regulatory documents having general applicability and legal effect, most of which are keyed to and codified in the Code of Federal Regulations, which is published under 50 titles pursuant to 44 U.S.C. 1510. The Code of Federal Regulations is sold by the Superintendent of Documents. Prices of new books are listed in the first FEDERAL REGISTER issue of each week. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–0372; Directorate Identifier 2007–NM–164–AD; Amendment 39–15425; AD 2008–06–13] RIN 2120–AA64 Airworthiness Directives; Construcciones Aeronauticas, S.A. (CASA), Model C–212 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: mstockstill on PROD1PC66 with RULES SUMMARY: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: 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 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. VerDate Aug<31>2005 16:22 Mar 12, 2008 Jkt 214001 * * * * * * * The above mentioned cracks, if not timely detected, could lead to reduced structural integrity of the aircraft.* * * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 17, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 17, 2008. The Director of the Federal Register approved the incorporation by reference of EADS–CASA All Operator Letter 212–018, Revision 1, dated December 1, 2006, listed in this AD as of March 14, 2007 (72 FR 8610, February 27, 2007). ADDRESSES: You may examine the AD docket on the Internet at https:// www.regulations.gov or in person at the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC. 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: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM was published in the Federal Register on January 2, 2008 (73 FR 80), and proposed to supersede AD 2007– 05–01, Amendment 39–14962 (72 FR 8610, February 27, 2007). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: 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, PO 00000 Frm 00001 Fmt 4700 Sfmt 4700 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. You may obtain further information by examining the MCAI in the AD docket. Comments We gave the public the opportunity to participate in developing this AD. We received no comments on the NPRM or on the determination of the cost to the public. E:\FR\FM\13MRR1.SGM 13MRR1 13434 Federal Register / Vol. 73, No. 50 / Thursday, March 13, 2008 / Rules and Regulations Conclusion We reviewed the available data and determined that air safety and the public interest require adopting the AD as proposed. 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 required different actions in this AD from those in the MCAI in order to follow our FAA policies. Any such differences are highlighted in a NOTE within the AD. Costs of Compliance We estimate that this AD will affect about 33 products of U.S. registry. We also estimate that it will take about 8 work-hours per product to comply with the basic requirements of this AD. The average labor rate is $80 per work-hour. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $21,120, or $640 per product. mstockstill on PROD1PC66 with RULES Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. ‘‘Subtitle VII: Aviation Programs,’’ describes in more detail the scope of the Agency’s authority. We are issuing this rulemaking under the authority described in ‘‘Subtitle VII, Part A, Subpart III, Section 44701: General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and VerDate Aug<31>2005 16:22 Mar 12, 2008 Jkt 214001 responsibilities among the various levels of government. For the reasons discussed above, I certify this AD: 1. Is not a ‘‘significant regulatory action’’ under Executive Order 12866; 2. Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and 3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. We prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket. 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 the NPRM, 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. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: I PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: I Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by removing Amendment 39–14962 (72 FR 8610, February 27, 2007) and adding the following new AD: I 2008–06–13 Construcciones Aeronauticas, S.A. (CASA): Amendment 39–15425. Docket No. FAA–2007–0372; Directorate Identifier 2007–NM–164–AD. Effective Date (a) This airworthiness directive (AD) becomes effective April 17, 2008. Affected ADs (b) This AD supersedes AD 2007–05–01, Amendment 39–14962. PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 Applicability (c) This AD applies to 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 (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 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 E:\FR\FM\13MRR1.SGM 13MRR1 Federal Register / Vol. 73, No. 50 / Thursday, March 13, 2008 / Rules and Regulations mstockstill on PROD1PC66 with RULES 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. (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 VerDate Aug<31>2005 16:22 Mar 12, 2008 Jkt 214001 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 PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 13435 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– E:\FR\FM\13MRR1.SGM 13MRR1 13436 Federal Register / Vol. 73, No. 50 / Thursday, March 13, 2008 / Rules and Regulations 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). mstockstill on PROD1PC66 with RULES Other FAA AD Provisions (h) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM–116, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. Send information to ATTN: Shahram Daneshmandi, Aerospace Engineer, 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. Material Incorporated by Reference (j) You must use EADS–CASA All Operator Letter 212–018, Revision 1, dated December 1, 2006; and EADS–CASA All Operator Letter 212–018, Revision 2, dated March 20, 2007; VerDate Aug<31>2005 16:22 Mar 12, 2008 Jkt 214001 as applicable; to do the actions required by this AD, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of EADS–CASA All Operator Letter 212–018, Revision 2, dated March 20, 2007, under 5 U.S.C. 552(a) and 1 CFR part 51. (2) The Director of the Federal Register previously approved the incorporation by reference of EADS–CASA All Operator Letter 212–018, Revision 1, dated December 1, 2006, on March 14, 2007 (72 FR 8610, February 27, 2007). (3) For service information identified in this AD, contact Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. (4) You may review copies at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741–6030, or go to: https:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued in Renton, Washington, on March 4, 2008. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. E8–4936 Filed 3–12–08; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–0270; Directorate Identifier 2007–NM–211–AD; Amendment 39–15426; AD 2008–06–14] RIN 2120–AA64 Airworthiness Directives; Boeing Model 757–200, –200PF, and –200CB Series Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: SUMMARY: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757–200, –200PF, and –200CB series airplanes. This AD requires doing an ultrasound inspection for disbonded tear straps not mechanically fastened to the skin, and related investigative and corrective actions, if necessary. This AD results from reports indicating that bonded skin panels may not have been correctly anodized in phosphoric acid before the tear strap doubler was bonded to the skin. We are issuing this AD to detect and correct a weak bond between the skin and tear strap. Such disbonding could reduce the ability of the skin to resist cracks and could adversely affect the structural integrity of the airplane. PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 This AD is effective April 17, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of April 17, 2008. ADDRESSES: For service information identified in this AD, contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207. DATES: 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 AD, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (telephone 800–647–5527) is the Document Management Facility, U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Jason Deutschman, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 917–6449; fax (425) 917–6590. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an airworthiness directive (AD) that would apply to certain Boeing Model 757–200, –200PF, and –200CB series airplanes. That NPRM was published in the Federal Register on December 17, 2007 (72 FR 71277). That NPRM proposed to require an ultrasound inspection for disbonded tear straps not mechanically fastened to the skin, and related investigative and corrective actions, if necessary. Comments We gave the public the opportunity to participate in developing this AD. We considered the two comments received. Boeing and Continental Airlines support the NPRM. Conclusion We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting the AD as proposed. Costs of Compliance There are 744 airplanes of the affected design in the worldwide fleet. This AD E:\FR\FM\13MRR1.SGM 13MRR1

Agencies

[Federal Register Volume 73, Number 50 (Thursday, March 13, 2008)]
[Rules and Regulations]
[Pages 13433-13436]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-4936]



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Federal Register / Vol. 73, No. 50 / Thursday, March 13, 2008 / Rules 
and Regulations

[[Page 13433]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-0372; Directorate Identifier 2007-NM-164-AD; 
Amendment 39-15425; AD 2008-06-13]
RIN 2120-AA64


Airworthiness Directives; Construcciones Aeronauticas, S.A. 
(CASA), Model C-212 Airplanes

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

ACTION: Final rule.

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

SUMMARY: We are superseding an existing airworthiness directive (AD) 
for the products listed above. This AD results from mandatory 
continuing airworthiness information (MCAI) originated by an aviation 
authority of another country to identify and correct an unsafe 
condition on an aviation product. The MCAI describes the unsafe 
condition as:

    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 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.* * *

* * * * * * *

    We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective April 17, 2008.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of April 17, 
2008.
    The Director of the Federal Register approved the incorporation by 
reference of EADS-CASA All Operator Letter 212-018, Revision 1, dated 
December 1, 2006, listed in this AD as of March 14, 2007 (72 FR 8610, 
February 27, 2007).

ADDRESSES: You may examine the AD docket on the Internet at https://
www.regulations.gov or in person at the U.S. Department of 
Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.

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:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an AD that would apply to the specified products. 
That NPRM was published in the Federal Register on January 2, 2008 (73 
FR 80), and proposed to supersede AD 2007-05-01, Amendment 39-14962 (72 
FR 8610, February 27, 2007). That NPRM proposed to correct an unsafe 
condition for the specified products. The MCAI states:

    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 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. You may obtain further information by examining 
the MCAI in the AD docket.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We received no comments on the NPRM or on the determination of 
the cost to the public.

[[Page 13434]]

Conclusion

    We reviewed the available data and determined that air safety and 
the public interest require adopting the AD as proposed.

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 required different actions in this AD from those 
in the MCAI in order to follow our FAA policies. Any such differences 
are highlighted in a NOTE within the AD.

Costs of Compliance

    We estimate that this AD will affect about 33 products of U.S. 
registry. We also estimate that it will take about 8 work-hours per 
product to comply with the basic requirements of this AD. The average 
labor rate is $80 per work-hour. Based on these figures, we estimate 
the cost of this AD to the 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 AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed above, I certify this AD:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket.

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 the NPRM, 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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Amendment 39-14962 (72 FR 
8610, February 27, 2007) and adding the following new AD:

2008-06-13 Construcciones Aeronauticas, S.A. (CASA): Amendment 39-
15425. Docket No. FAA-2007-0372; Directorate Identifier 2007-NM-164-
AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective April 
17, 2008.

Affected ADs

    (b) This AD supersedes AD 2007-05-01, Amendment 39-14962.

Applicability

    (c) This AD applies to 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 (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 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

[[Page 13435]]

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.

    (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-

[[Page 13436]]

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 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.

Material Incorporated by Reference

    (j) You must use EADS-CASA All Operator Letter 212-018, Revision 
1, dated December 1, 2006; and EADS-CASA All Operator Letter 212-
018, Revision 2, dated March 20, 2007; as applicable; to do the 
actions required by this AD, unless the AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of EADS-CASA All Operator Letter 212-018, 
Revision 2, dated March 20, 2007, under 5 U.S.C. 552(a) and 1 CFR 
part 51.
    (2) The Director of the Federal Register previously approved the 
incorporation by reference of EADS-CASA All Operator Letter 212-018, 
Revision 1, dated December 1, 2006, on March 14, 2007 (72 FR 8610, 
February 27, 2007).
    (3) For service information identified in this AD, contact 
Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain.
    (4) You may review copies at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the 
National Archives and Records Administration (NARA). For information 
on the availability of this material at NARA, call (202) 741-6030, 
or go to: https://www.archives.gov/federal-register/cfr/ibr-
locations.html.

    Issued in Renton, Washington, on March 4, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E8-4936 Filed 3-12-08; 8:45 am]
BILLING CODE 4910-13-P

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