Airworthiness Directives; Airbus Model A330-201, -202, -203, -223, -243, -301, -302, -303, -321, -322, -323, -341, -342, and -343 Series Airplanes; Model A340-211, -212, -213, -311, -312, and -313 Series Airplanes; and Model A340-541 and -642 Airplanes, 4477-4480 [2010-1277]
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Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations
Harness manufacturer
4477
Seat harness P/N
P/N 17912–03–00 (Eurocopter P/N 704A41210106).
On Sicma two-seat benches with the following P/Ns:
P/N 17920–02–00 (Eurocopter P/N 704A41210104).
P/N 17920–03–00 (Eurocopter P/N 704A41210107).
P/N 504729–401–2251 on rear bench seats (all P/Ns).
Note: Embodiment of MOD 332V080169
can be checked visually by verifying that no
blanking plug is fitted on the 5th attachment
point of the buckle plus verifying that aircraft
records indicate the blanking plug has been
removed by following MOD 332V080169.
Reason
(d) The mandatory continuing
airworthiness information (MCAI) states:
‘‘Recently, a report was received concerning
the discovery of fragments of a plastic
blanking plug (fitted to the harness belt
buckle 5th attachment point) inside a seat
harness belt buckle. Over time, this blanking
plug hardens and becomes brittle. This
condition, if not corrected, can lead to failure
of the plug and fragments being caught inside
the buckle, causing interference and
preventing the belt from being released
during an emergency evacuation of the
aircraft.’’
rmajette on DSK29S0YB1PROD with RULES
Actions and Compliance
(e) Required as indicated, unless
accomplished previously, do the following:
(1) Within 30 days, pry out the blanking
plug from each seat harness belt buckle.
(2) If the removed blanking plug has
deteriorated (fragmented), before further
flight, replace the belt buckle with an
airworthy belt buckle without a plastic
blanking plug. Do this replacement as
depicted in Figures 7 and 8 for the ‘‘AM–
SAFE’’ belt buckle and Figure 9 for the
‘‘SCHROTH’’ belt buckle of Eurocopter
Emergency Alert Service Bulletin (ASB) No.
01.00.72 for the Model AS332L1 and L2 and
ASB No. 04A003 for the Model EC225LP
helicopters, both dated April 15, 2008. To
replace a belt buckle, follow the
Accomplishment Instructions, paragraph
2.B.2.b. of ASB 01.00.72 or ASB 04A003,
both dated April 15, 2008, as applicable to
your model helicopter, except this AD does
not require you to return the harness belt
buckle to the manufacturer.
(i) Conduct a buckle fastening release test
to ensure the buckle works correctly.
(ii) Inspect the positioning of the seat
harness belt on the buckle to assure that it
is as depicted in Figure 6 of the ASB, as
applicable to your model helicopter.
(3) If the blanking plug has not
deteriorated, return the buckle to service
without the blanking plug.
Note: This modifies the buckle to be
airworthy without the blanking plug.
Other Information
DEPARTMENT OF TRANSPORTATION
(g) The Manager, Safety Management
Group, FAA, ATTN: George Schwab,
Aviation Safety Engineer, Rotorcraft
Directorate, Fort Worth, Texas 76137,
telephone (817) 222–5114, fax (817) 222–
5961 has the authority to approve AMOCs for
this AD, if requested, using the procedures
found in 14 CFR 39.19.
(h) European Aviation Safety Agency
(EASA) AD No. 2008–0075, dated April 22,
2008, contains related information.
Joint Aircraft System/Component (JASC)
Code
(i) JASC Code 2500: Cabin Equipment &
Furnishings.
Material Incorporated by Reference
(j) You must use the specified portions of
Eurocopter Emergency Alert Service Bulletin
No. 01.00.72 for the Model AS332L1 and L2
helicopters and No. 04A003 for the Model
EC225LP helicopters, both dated April 15,
2008, to do the actions required.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact American Eurocopter
Corporation, 2701 Forum Drive, Grand
Prairie, TX 75053–4005, telephone (972)
641–3460, fax (972) 641–3527, or at https://
www.eurocopter.com.
(3) You may review copies at the FAA,
Rotorcraft Directorate, Fort Worth, Texas
76137; 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 Fort Worth, Texas, on November
24, 2009.
Lance T. Gant,
Acting Manager, Rotorcraft Directorate,
Aircraft Certification Service.
[FR Doc. 2010–1515 Filed 1–27–10; 8:45 am]
BILLING CODE 4910–13–P
(f) This AD does not require you to return
the harness belt buckle to the manufacturer.
Also, we use a compliance time of 30 days
rather than 1 month.
14:06 Jan 27, 2010
Jkt 220001
14 CFR Part 39
[Docket No. FAA–2009–0782; Directorate
Identifier 2009–NM–011–AD; Amendment
39–16181; AD 2010–02–10]
RIN 2120–AA64
Related Information
Differences Between This AD and the MCAI
AD
VerDate Nov<24>2008
Federal Aviation Administration
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Airworthiness Directives; Airbus Model
A330–201, –202, –203, –223, –243,
–301, –302, –303, –321, –322, –323,
–341, –342, and –343 Series Airplanes;
Model A340–211, –212, –213, –311,
–312, and –313 Series Airplanes; and
Model A340–541 and –642 Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
During a scheduled maintenance
inspection on the MLG [main landing gear],
the bogie stop pad was found deformed and
cracked. Upon removal of the bogie stop pad
for replacement, the bogie beam was also
found cracked.
*
*
*
*
*
A second bogie beam crack has
subsequently been found on another aircraft,
located under a bogie stop pad which only
had superficial paint damage.
This condition, if not detected and
corrected, could result in the aircraft
departing the runway or to the bogie
detaching from the aircraft or gear collapses,
which would all constitute unsafe conditions
at speeds above 30 knots.
*
*
*
*
*
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
March 4, 2010. The Director of the
Federal Register approved the
incorporation by reference of certain
publications listed in this AD as of
March 4, 2010.
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Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations
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:
Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1138; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
bogie stop pad subassembly has been
removed.
Corrective actions include repairing
protective treatments, removing
corrosion, and replacing the bogie stop
pad if necessary. For airplanes on which
a crack or deformation in the bogie
beam is found, corrective actions
include contacting Messier-Dowty
Limited and/or Airbus for instructions
for repair, and repairing before further
flight.
You may obtain further information
by examining the MCAI in the AD
docket.
Discussion
Comments
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 September 4, 2009 (74 FR
45781). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received.
ADDRESSES:
rmajette on DSK29S0YB1PROD with RULES
During a scheduled maintenance
inspection on the MLG [main landing gear],
the bogie stop pad was found deformed and
cracked. Upon removal of the bogie stop pad
for replacement, the bogie beam was also
found cracked.
Laboratory investigation indicates that an
overload event has occurred and no fatigue
propagation of the crack was evident. An
investigation is still underway to establish
the root cause of this overload.
A second bogie beam crack has
subsequently been found on another aircraft,
located under a bogie stop pad which only
had superficial paint damage.
This condition, if not detected and
corrected, could result in the aircraft
departing the runway or to the bogie
detaching from the aircraft or gear collapses,
which would all constitute unsafe conditions
at speeds above 30 knots.
As a precautionary measure, this AD
requires detailed inspections under the bogie
stop pad of both MLG bogie beams and, in
case deformation or damage is detected, to
apply the associated repair.
The one-time inspections consist of the
following:
• Inspection for corrosion and
damage to the paint and cadmium plate
of the sliding piston subassembly.
• Inspection for cracking and
deformation of the top and bottom
surfaces and bolt holes of the bogie stop
pad subassembly and bracket.
• Inspection for cracking, corrosion,
and damage to protective treatments,
and deformation of the bogie beam
surface of the bogie beam subassembly
where the bogie stop pad subassembly
has been removed, and a magnetic
particle non-destructive test inspection
of the bogie beam assembly where the
VerDate Nov<24>2008
14:06 Jan 27, 2010
Jkt 220001
Correction of Labor Estimate
Air Transport Association (ATA), on
behalf of its member Northwest Airlines
(NWA), states that the labor estimates
are significantly underestimated in the
proposed AD. NWA states that the
NPRM estimate of 2 work-hours should
be revised to specify 18 work-hours,
based on work-hours listed in the
vendor service bulletins.
We agree that the labor estimates are
underestimated. The service bulletins
cited in the proposed AD call for a total
of 4 work-hours, but only to get access.
The Airbus service bulletins refer to the
vendor service bulletins for inspection
time and repair. The vendor service
bulletins identify up to 8 work-hours
per bogie beam for a total of up to 16
work-hours for the inspection per
airplane. However, we have not
included the time to perform oncondition actions, such as repair. The
‘‘Cost of Compliance’’ section has been
changed accordingly.
Clarification of Compliance Times and
Affected Airplanes
The ATA, on behalf of its member
NWA, states that clarification of the
compliance time is needed in
paragraphs (f)(1)(ii), (f)(1)(iii), and
(f)(1)(iv) of the proposed AD. Where the
paragraphs specify time or flight cycles
on the new or overhauled bogie beam,
the operator proposes to refer to the
time or flight cycles from the
installation date of the new or
overhauled bogie beam in service.
We agree and have made changes to
paragraphs (f)(1)(ii), (f)(1)(iii), and
(f)(1)(iv) of this AD accordingly. Similar
changes have been made to paragraphs
(f)(1)(v) and (f)(1)(vi) of this AD.
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Explanation of Changes Made To This
AD
We have revised this AD to identify
the legal name of the manufacturer as
published in the most recent type
certificate data sheet for the affected
airplane models.
Conclusion
We reviewed the available data,
including the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We determined that these changes will
not increase the economic burden on
any operator or increase the scope of the
AD.
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
52 products of U.S. registry. We also
estimate that it will take about 16 workhours 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 $66,560, or $1,280 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
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Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
PART 39—AIRWORTHINESS
DIRECTIVES
case deformation or damage is detected, to
apply the associated repair.
1. The authority citation for part 39
continues to read as follows:
Actions and Compliance
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
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
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
■
4479
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
■
2010–02–10 AIRBUS: Amendment 39–
16181. Docket No. FAA–2009–0782;
Directorate Identifier 2009–NM–011–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective March 4, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A330–
201, –202, –203, –223, –243, –301, –302,
–303, –321, –322, –323, –341, –342, and –343
series airplanes; Model A340–211, –212,
–213, –311, –312, –313 series airplanes; and
Model A340–541 and –642 airplanes; all
serial numbers; certificated in any category.
Subject
(d) Air Transport Association (ATA) of
America Code 32: Landing gear.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
During a scheduled maintenance
inspection on the MLG [main landing gear],
the bogie stop pad was found deformed and
cracked. Upon removal of the bogie stop pad
for replacement, the bogie beam was also
found cracked.
Laboratory investigation indicates that an
overload event has occurred and no fatigue
propagation of the crack was evident. An
investigation is still underway to establish
the root cause of this overload.
A second bogie beam crack has
subsequently been found on another aircraft,
located under a bogie stop pad which only
had superficial paint damage.
This condition, if not detected and
corrected, could result in the aircraft
departing the runway or to the bogie
detaching from the aircraft or gear collapses,
which would all constitute unsafe conditions
at speeds above 30 knots.
As a precautionary measure, this AD
requires detailed inspections under the bogie
stop pad of both MLG bogie beams and, in
(f) Unless already done, do the following
actions.
(1) At the applicable compliance time
specified in paragraph (f)(1)(i), (f)(1)(ii),
(f)(1)(iii), (f)(1)(iv), (f)(1)(v), or (f)(1)(vi) of this
AD, perform one-time detailed inspections of
both main landing gear bogie beams in the
region of the bogie stop pad for detection of
deformation and damage, and apply the
applicable corrective actions, in accordance
with instructions defined in the Airbus
mandatory service bulletins listed in Table 1
of this AD, as applicable. Do all applicable
corrective actions before further flight.
(i) Airplanes with 22 months or less and
2,500 flight cycles or less from the first flight
with the original bogie beam as of the
effective date of this AD: Not earlier than
2,500 flight cycles or 22 months on the
original bogie beam, whichever occurs first,
but not later than 40 months from first flight.
(ii) Airplanes with 22 months or less and
2,500 flight cycles or less from the
installation date of a new bogie beam in
service as of the effective date of this AD: Not
earlier than 2,500 flight cycles or 22 months
from the installation date of the new bogie
beam, whichever occurs first, but no later
than 40 months from the installation date of
a new bogie beam in service.
(iii) Airplanes with 22 months or less and
2,500 flight cycles or less from the
installation date of an overhauled bogie beam
in service as of the effective date of this AD:
Not earlier than 2,500 flight cycles or 22
months from the installation date of the
overhauled bogie beam in service, whichever
occurs first, but no later than 40 months from
the installation date of the overhauled bogie
beam in service.
(iv) Airplanes with more than 22 months
or more than 2,500 flight cycles from the first
flight with the original bogie beam, as of the
effective date of this AD: Within 18 months
after the effective date of this AD.
(v) Airplanes with more than 22 months or
more than 2,500 flight cycles from the
installation date of a new bogie beam in
service, as of the effective date of this AD:
Within 18 months after the effective date of
this AD.
(vi) Airplanes with more than 22 months
or more than 2,500 flight cycles from the
installation date of an overhauled bogie beam
in service, as of the effective date of this AD:
Within 18 months after the effective date of
this AD.
TABLE 1—SERVICE BULLETINS
rmajette on DSK29S0YB1PROD with RULES
For model—
Use Airbus Mandatory Service
Bulletin—
Dated—
A330–201, –202, –203, –223, –243, –301, –302, –303, –321, –322, –323, –341,
–342, –343 series airplanes.
A340–211, –212, –213, –311, –312, –313 series airplanes ..................................
A340–541, –642 airplanes ......................................................................................
A330–32–3220 ......................................
October 10, 2008.
A340–32–4264 ......................................
A340–32–5087 ......................................
October 10, 2008.
October 10, 2008.
VerDate Nov<24>2008
16:25 Jan 27, 2010
Jkt 220001
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4480
Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations
(2) Report the results of the inspection
required by paragraph (f)(1) of this AD,
including no findings, to Airbus, Customer
Services Directorate, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex France; Attn:
SEDCC1 Technical Data and Documentation
Services; Fax (+33) 5 61 93 28 06; e-mail
sb.reporting@airbus.com; at the applicable
time specified in paragraph (f)(2)(i) or
(f)(2)(ii) of this AD.
(i) If the inspection is done on or after the
effective date of this AD: Submit the report
within 30 days after the inspection.
(ii) If the inspection was accomplished
prior to the effective date of this AD: Submit
the report within 30 days after the effective
date of this AD.
FAA AD Differences
Note 1: This AD differs from the MCAI
and/or service information as follows: No
differences.
rmajette on DSK29S0YB1PROD with RULES
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Vladimir
Ulyanov, Aerospace Engineer, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356; telephone
(425) 227–1138; fax (425) 227–1149. Before
using any approved AMOC on any airplane
to which the AMOC applies, notify your
principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as
appropriate, or lacking a principal inspector,
your local Flight Standards District Office.
The AMOC approval letter must specifically
reference this AD.
(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
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI European Aviation
Safety Agency (EASA) Airworthiness
Directive 2008–0223, dated December 15,
2008, and the Airbus mandatory service
bulletins listed in Table 1 of this AD, for
related information.
16:25 Jan 27, 2010
Jkt 220001
TABLE 2—MATERIAL INCORPORATED
BY REFERENCE
Airbus Mandatory
Service Bulletin—
Dated—
A330–32–3220 .............
A340–32–4264 .............
A340–32–5087 .............
October 10, 2008.
October 10, 2008.
October 10, 2008.
Issued in Renton, Washington, on January
14, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2010–1277 Filed 1–27–10; 8:45 am]
BILLING CODE 4910–13–P
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
Reports have been received of finding
corrosion at the Frame 29 wing-to-fuselage
attachment lug plate joint. This condition, if
not detected and corrected, could result in a
degradation of the structural integrity of
Frame 29 and the wing-to-fuselage
attachment.
*
*
*
*
*
The unsafe condition is degradation of
the structural integrity of Frame 29 and
the wing-to-fuselage attachment, which
could result in loss of control of the
airplane. We are issuing this AD to
require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective
March 4, 2010.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of March 4, 2010.
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:
Todd Thompson, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1175; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0912; Directorate
Identifier 2009–NM–047–AD; Amendment
39–16182; AD 2010–02–11]
RIN 2120–AA64
Airworthiness Directives; BAE
Systems (Operations) Limited Model
BAe 146 and Avro 146–RJ Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
Material Incorporated by Reference
(i) You must use the service information
contained in Table 2 of this AD, as
applicable, to do the actions required by this
AD, unless the AD specifies otherwise.
VerDate Nov<24>2008
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Airbus SAS—Airworthiness
Office—EAL, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; fax +33 5 61
93 45 80; e-mail airworthiness.A330A340@airbus.com; Internet https://
www.airbus.com.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(4) You may also review copies of the
service information that is incorporated by
reference 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/
code_of_federal_regulations/
ibr_locations.html.
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
PO 00000
Frm 00012
Fmt 4700
Sfmt 4700
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 October 19, 2009 (74 FR
53433). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
Reports have been received of finding
corrosion at the Frame 29 wing-to-fuselage
attachment lug plate joint. This condition, if
not detected and corrected, could result in a
degradation of the structural integrity of
Frame 29 and the wing-to-fuselage
attachment.
The current method of inspecting the
Frame 29 wing-to-fuselage attachment lug
plate joint for corrosion is not considered
adequate for finding corrosion in this
particular area.
To address this concern, BAE Systems
(Operations) Limited has published
Inspection Service Bulletin ISB.53–213,
which replaces current Maintenance Review
Board Report Structurally Significant Items
Task 53–20–103 (equal to Maintenance
E:\FR\FM\28JAR1.SGM
28JAR1
]]>Agencies
[Federal Register Volume 75, Number 18 (Thursday, January 28, 2010)]
[Rules and Regulations]
[Pages 4477-4480]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-1277]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0782; Directorate Identifier 2009-NM-011-AD;
Amendment 39-16181; AD 2010-02-10]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A330-201, -202, -203, -
223, -243, -301, -302, -303, -321, -322, -323, -341, -342, and -343
Series Airplanes; Model A340-211, -212, -213, -311, -312, and -313
Series Airplanes; and Model A340-541 and -642 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD results from mandatory continuing
airworthiness information (MCAI) originated by an aviation authority of
another country to identify and correct an unsafe condition on an
aviation product. The MCAI describes the unsafe condition as:
During a scheduled maintenance inspection on the MLG [main
landing gear], the bogie stop pad was found deformed and cracked.
Upon removal of the bogie stop pad for replacement, the bogie beam
was also found cracked.
* * * * *
A second bogie beam crack has subsequently been found on another
aircraft, located under a bogie stop pad which only had superficial
paint damage.
This condition, if not detected and corrected, could result in
the aircraft departing the runway or to the bogie detaching from the
aircraft or gear collapses, which would all constitute unsafe
conditions at speeds above 30 knots.
* * * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective March 4, 2010. The Director of the
Federal Register approved the incorporation by reference of certain
publications listed in this AD as of March 4, 2010.
[[Page 4478]]
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: Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1138; 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 September 4, 2009
(74 FR 45781). That NPRM proposed to correct an unsafe condition for
the specified products. The MCAI states:
During a scheduled maintenance inspection on the MLG [main
landing gear], the bogie stop pad was found deformed and cracked.
Upon removal of the bogie stop pad for replacement, the bogie beam
was also found cracked.
Laboratory investigation indicates that an overload event has
occurred and no fatigue propagation of the crack was evident. An
investigation is still underway to establish the root cause of this
overload.
A second bogie beam crack has subsequently been found on another
aircraft, located under a bogie stop pad which only had superficial
paint damage.
This condition, if not detected and corrected, could result in
the aircraft departing the runway or to the bogie detaching from the
aircraft or gear collapses, which would all constitute unsafe
conditions at speeds above 30 knots.
As a precautionary measure, this AD requires detailed
inspections under the bogie stop pad of both MLG bogie beams and, in
case deformation or damage is detected, to apply the associated
repair.
The one-time inspections consist of the following:
Inspection for corrosion and damage to the paint and
cadmium plate of the sliding piston subassembly.
Inspection for cracking and deformation of the top and
bottom surfaces and bolt holes of the bogie stop pad subassembly and
bracket.
Inspection for cracking, corrosion, and damage to
protective treatments, and deformation of the bogie beam surface of the
bogie beam subassembly where the bogie stop pad subassembly has been
removed, and a magnetic particle non-destructive test inspection of the
bogie beam assembly where the bogie stop pad subassembly has been
removed.
Corrective actions include repairing protective treatments,
removing corrosion, and replacing the bogie stop pad if necessary. For
airplanes on which a crack or deformation in the bogie beam is found,
corrective actions include contacting Messier-Dowty Limited and/or
Airbus for instructions for repair, and repairing before further
flight.
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 considered the comments received.
Correction of Labor Estimate
Air Transport Association (ATA), on behalf of its member Northwest
Airlines (NWA), states that the labor estimates are significantly
underestimated in the proposed AD. NWA states that the NPRM estimate of
2 work-hours should be revised to specify 18 work-hours, based on work-
hours listed in the vendor service bulletins.
We agree that the labor estimates are underestimated. The service
bulletins cited in the proposed AD call for a total of 4 work-hours,
but only to get access. The Airbus service bulletins refer to the
vendor service bulletins for inspection time and repair. The vendor
service bulletins identify up to 8 work-hours per bogie beam for a
total of up to 16 work-hours for the inspection per airplane. However,
we have not included the time to perform on-condition actions, such as
repair. The ``Cost of Compliance'' section has been changed
accordingly.
Clarification of Compliance Times and Affected Airplanes
The ATA, on behalf of its member NWA, states that clarification of
the compliance time is needed in paragraphs (f)(1)(ii), (f)(1)(iii),
and (f)(1)(iv) of the proposed AD. Where the paragraphs specify time or
flight cycles on the new or overhauled bogie beam, the operator
proposes to refer to the time or flight cycles from the installation
date of the new or overhauled bogie beam in service.
We agree and have made changes to paragraphs (f)(1)(ii),
(f)(1)(iii), and (f)(1)(iv) of this AD accordingly. Similar changes
have been made to paragraphs (f)(1)(v) and (f)(1)(vi) of this AD.
Explanation of Changes Made To This AD
We have revised this AD to identify the legal name of the
manufacturer as published in the most recent type certificate data
sheet for the affected airplane models.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We determined that these
changes will not increase the economic burden on any operator or
increase the scope of the AD.
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 52 products of U.S. registry.
We also estimate that it will take about 16 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 $66,560, or $1,280 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
[[Page 4479]]
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 adding the following new AD:
2010-02-10 AIRBUS: Amendment 39-16181. Docket No. FAA-2009-0782;
Directorate Identifier 2009-NM-011-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective March 4,
2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A330-201, -202, -203, -223,
-243, -301, -302, -303, -321, -322, -323, -341, -342, and -343
series airplanes; Model A340-211, -212, -213, -311, -312, -313
series airplanes; and Model A340-541 and -642 airplanes; all serial
numbers; certificated in any category.
Subject
(d) Air Transport Association (ATA) of America Code 32: Landing
gear.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
During a scheduled maintenance inspection on the MLG [main
landing gear], the bogie stop pad was found deformed and cracked.
Upon removal of the bogie stop pad for replacement, the bogie beam
was also found cracked.
Laboratory investigation indicates that an overload event has
occurred and no fatigue propagation of the crack was evident. An
investigation is still underway to establish the root cause of this
overload.
A second bogie beam crack has subsequently been found on another
aircraft, located under a bogie stop pad which only had superficial
paint damage.
This condition, if not detected and corrected, could result in
the aircraft departing the runway or to the bogie detaching from the
aircraft or gear collapses, which would all constitute unsafe
conditions at speeds above 30 knots.
As a precautionary measure, this AD requires detailed
inspections under the bogie stop pad of both MLG bogie beams and, in
case deformation or damage is detected, to apply the associated
repair.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) At the applicable compliance time specified in paragraph
(f)(1)(i), (f)(1)(ii), (f)(1)(iii), (f)(1)(iv), (f)(1)(v), or
(f)(1)(vi) of this AD, perform one-time detailed inspections of both
main landing gear bogie beams in the region of the bogie stop pad
for detection of deformation and damage, and apply the applicable
corrective actions, in accordance with instructions defined in the
Airbus mandatory service bulletins listed in Table 1 of this AD, as
applicable. Do all applicable corrective actions before further
flight.
(i) Airplanes with 22 months or less and 2,500 flight cycles or
less from the first flight with the original bogie beam as of the
effective date of this AD: Not earlier than 2,500 flight cycles or
22 months on the original bogie beam, whichever occurs first, but
not later than 40 months from first flight.
(ii) Airplanes with 22 months or less and 2,500 flight cycles or
less from the installation date of a new bogie beam in service as of
the effective date of this AD: Not earlier than 2,500 flight cycles
or 22 months from the installation date of the new bogie beam,
whichever occurs first, but no later than 40 months from the
installation date of a new bogie beam in service.
(iii) Airplanes with 22 months or less and 2,500 flight cycles
or less from the installation date of an overhauled bogie beam in
service as of the effective date of this AD: Not earlier than 2,500
flight cycles or 22 months from the installation date of the
overhauled bogie beam in service, whichever occurs first, but no
later than 40 months from the installation date of the overhauled
bogie beam in service.
(iv) Airplanes with more than 22 months or more than 2,500
flight cycles from the first flight with the original bogie beam, as
of the effective date of this AD: Within 18 months after the
effective date of this AD.
(v) Airplanes with more than 22 months or more than 2,500 flight
cycles from the installation date of a new bogie beam in service, as
of the effective date of this AD: Within 18 months after the
effective date of this AD.
(vi) Airplanes with more than 22 months or more than 2,500
flight cycles from the installation date of an overhauled bogie beam
in service, as of the effective date of this AD: Within 18 months
after the effective date of this AD.
Table 1--Service Bulletins
------------------------------------------------------------------------
Use Airbus
Mandatory
For model-- Service Dated--
Bulletin--
------------------------------------------------------------------------
A330-201, -202, -203, -223, - A330-32-3220... October 10, 2008.
243, -301, -302, -303, -321,
-322, -323, -341, -342, -343
series airplanes.
A340-211, -212, -213, -311, - A340-32-4264... October 10, 2008.
312, -313 series airplanes.
A340-541, -642 airplanes..... A340-32-5087... October 10, 2008.
------------------------------------------------------------------------
[[Page 4480]]
(2) Report the results of the inspection required by paragraph
(f)(1) of this AD, including no findings, to Airbus, Customer
Services Directorate, 1 Rond Point Maurice Bellonte, 31707 Blagnac
Cedex France; Attn: SEDCC1 Technical Data and Documentation
Services; Fax (+33) 5 61 93 28 06; e-mail sb.reporting@airbus.com;
at the applicable time specified in paragraph (f)(2)(i) or
(f)(2)(ii) of this AD.
(i) If the inspection is done on or after the effective date of
this AD: Submit the report within 30 days after the inspection.
(ii) If the inspection was accomplished prior to the effective
date of this AD: Submit the report within 30 days after the
effective date of this AD.
FAA AD Differences
Note 1: This AD differs from the MCAI and/or service information
as follows: No differences.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN:
Vladimir Ulyanov, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-1138; fax (425) 227-1149.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(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 (44
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has
approved the information collection requirements and has assigned
OMB Control Number 2120-0056.
Related Information
(h) Refer to MCAI European Aviation Safety Agency (EASA)
Airworthiness Directive 2008-0223, dated December 15, 2008, and the
Airbus mandatory service bulletins listed in Table 1 of this AD, for
related information.
Material Incorporated by Reference
(i) You must use the service information contained in Table 2 of
this AD, 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 this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Airbus SAS--Airworthiness Office--EAL, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; fax +33 5 61 93 45 80; e-mail
airworthiness.A330-A340@airbus.com; Internet https://www.airbus.com.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221 or 425-227-1152.
(4) You may also review copies of the service information that
is incorporated by reference 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/code_of_federal_regulations/ibr_locations.html.
Table 2--Material Incorporated by Reference
------------------------------------------------------------------------
Airbus Mandatory Service Bulletin-- Dated--
------------------------------------------------------------------------
A330-32-3220......................... October 10, 2008.
A340-32-4264......................... October 10, 2008.
A340-32-5087......................... October 10, 2008.
------------------------------------------------------------------------
Issued in Renton, Washington, on January 14, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-1277 Filed 1-27-10; 8:45 am]
BILLING CODE 4910-13-P
