Airworthiness Directives; ATR-GIE Avions de Transport Régional Model ATR42 and ATR72 Airplanes, 47520-47522 [2011-19902]
Download as PDF
47520
Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules
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qualify or disqualify the appliance as
‘‘smart?’’ In the alternative, should the
portion of a given test procedure that
verifies the ‘‘smart’’ capabilities of the
appliance be integrated into the existing
test procedure and internalized in the
outputted metric on a product-byproduct basis?
• The ‘‘smart’’ capabilities of an
appliance are considered as part of a
‘‘network mode.’’ IEC 62301 defines
network mode(s) as: ‘‘Any product
modes where the energy using product
is connected to a mains power source
and at least one network function is
activated (such as reactivation via
network command or network integrity
communication) but where the primary
function is not active.’’ Does this
definition apply to all covered products
and consumer equipment, or would
other definitions apply more
appropriately to certain products or
equipment?
• EPCA authorizes DOE to set
standards in active, standby, and off
mode and to amend the EPCA
definitions for these modes as
appropriate for a given product. DOE
requests comments on which of these
three modes should be used to capture
‘‘network’’ mode energy use, or whether
more than one of these modes should be
used.
• How do you expect ‘‘smart’’
capabilities to change the energy use of
an appliance in active and standby
modes? What is the energy use impact
of ‘‘network mode’’ and how should it
be accounted for in test procedures?
• How should test procedures deal
with various communication standards
and protocols?
Implications for Energy Conservation
Standards Analyses
DOE recognizes that ‘‘smart’’
appliances, however defined, could
have implications on the economics and
energy use of covered products analyzed
during the energy conservation
standards rulemakings.
• What costs and benefits of ‘‘smart’’
appliances can and should DOE account
for within the appliance standards
analytical framework? DOE seeks
information and data that would help
quantify such costs and benefits.
• DOE requests information and data
on how, if at all, product and equipment
energy usage profiles change when they
are equipped with ‘‘smart’’ capabilities.
DOE specifically seeks data related to
covered products and equipment.
• DOE seeks estimates and
underlying assumptions for market
share penetration estimates of ‘‘smart’’
appliances, as well as other
complementary technologies (such as
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14:53 Aug 04, 2011
Jkt 223001
smart meters) that may be necessary to
the realization of ‘‘smart appliance’’
benefits.
• DOE seeks information and data
from pilot programs or studies involving
‘‘smart’’ appliances. DOE also requests
information of international voluntary
and regulatory programs addressing
‘‘smart’’ appliances.
Issued in Washington, DC, on July 22,
2011.
Kathleen Hogan,
Deputy Assistant Secretary for Energy
Efficiency, Office of Technology
Development, Energy Efficiency and
Renewable Energy.
[FR Doc. 2011–19303 Filed 8–4–11; 8:45 am]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–0721; Directorate
Identifier 2010–NM–217–AD]
RIN 2120–AA64
Airworthiness Directives; ATR–GIE
´
Avions de Transport Regional Model
ATR42 and ATR72 Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
AD results from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
SUMMARY:
One ATR operator has experienced inflight elevator travel limitations with unusual
effort being necessary on pitch axis to control
the aeroplane, while the ‘‘pitch mistrim’’
message appeared on the ADU [advisory
display unit] display. The elevators seemed
to be jammed.
During the post-flight inspection, it was
discovered that the LH [left-hand] elevator
lower stop assembly was broken at the level
of the angles, which may have prevented the
elevator to respond normally to the flight
control input.
This condition, if not detected and
corrected, could lead to reduced control of
the aeroplane.
*
*
*
*
*
The proposed AD would require actions
that are intended to address the unsafe
condition described in the MCAI.
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We must receive comments on
this proposed AD by September 19,
2011.
DATES:
You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue, SE., Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–40, 1200 New Jersey
Avenue, SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
For service information identified in
this proposed AD, contact ATR–GIE
´
´
Avions de Transport Regional, 1, Allee
Pierre Nadot, 31712 Blagnac Cedex,
France; telephone +33 (0) 5 62 21 62 21;
fax +33 (0) 5 62 21 67 18; e-mail
continued.airworthiness@atr.fr; Internet
https://www.aerochain.com. You may
review copies of the referenced 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.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Operations
office (telephone (800) 647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Tom
Rodriguez, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1137; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2011–0721; Directorate Identifier
2010–NM–217–AD’’ at the beginning of
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Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2010–0138,
dated July 1, 2010 (referred to after this
as ‘‘the MCAI’’), to correct an unsafe
condition for the specified products.
The MCAI states:
One ATR operator has experienced inflight elevator travel limitations with unusual
effort being necessary on pitch axis to control
the aeroplane, while the ‘‘pitch mistrim’’
message appeared on the ADU display. The
elevators seemed to be jammed.
During the post-flight inspection, it was
discovered that the LH elevator lower stop
assembly was broken at the level of the
angles, which may have prevented the
elevator to respond normally to the flight
control input.
This condition, if not detected and
corrected, could lead to reduced control of
the aeroplane.
For the reasons described above, and as a
precautionary measure, this [EASA] AD
requires a one-time [general visual and
detailed] inspection [for damaged angles] of
the elevator hinge fittings and the reporting
of all findings. Depending on the results,
further action may be considered.
erowe on DSKG8SOYB1PROD with PROPOSALS-1
Corrective actions also include
replacement of damaged angles with
serviceable parts; and a detailed
inspection of adjacent areas for damage,
and repair if necessary. You may obtain
further information by examining the
MCAI in the AD docket.
Relevant Service Information
´
Avions de Transport Regional has
issued Service Bulletin ATR42–55–
0014, dated May 11, 2010; and Service
Bulletin ATR72–55–1006, dated May
11, 2010. The actions described in this
service information are intended to
correct the unsafe condition identified
in the MCAI.
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
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14:53 Aug 04, 2011
Jkt 223001
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are proposing this
AD because we evaluated all pertinent
information and determined an unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might also have proposed
different actions in this AD from those
in the MCAI in order to follow FAA
policies. Any such differences are
highlighted in a NOTE within the
proposed AD.
Costs of Compliance
Based on the service information, we
estimate that this proposed AD would
affect about 86 products of U.S. registry.
We also estimate that it would take
about 4 work-hours per product to
comply with the basic requirements of
this proposed AD. The average labor
rate is $85 per work-hour. Based on
these figures, we estimate the cost of the
proposed AD on U.S. operators to be
$29,240, or $340 per product.
In addition, we estimate that any
necessary follow-on actions would take
about 60 work-hours and require parts
costing up to $960, for a cost of up to
$6,060 per product. We have no way of
determining the number of products
that may need these actions.
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
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47521
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
´
ATR–GIE Avions de Transport Regional:
Docket No. FAA–2011–0721; Directorate
Identifier 2010–NM–217–AD.
Comments Due Date
(a) We must receive comments by
September 19, 2011.
Affected ADs
(b) None.
Applicability
(c) This AD applies to ATR–GIE Avions de
´
Transport Regional Model ATR42–200, –300,
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Federal Register / Vol. 76, No. 151 / Friday, August 5, 2011 / Proposed Rules
–320, and –500 airplanes, all manufacturer
serial numbers (MSN) up to MSN 643
inclusive; and Model ATR72–101, –102,
–201, –202, –211, –212, and –212A airplanes,
all MSNs up to MSN 728 inclusive;
certificated in any category.
Subject
(d) Air Transport Association (ATA) of
America Code 55: Stabilizers.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
One ATR operator has experienced inflight elevator travel limitations with unusual
effort being necessary on pitch axis to control
the aeroplane, while the ‘‘pitch mistrim’’
message appeared on the ADU [advisory
display unit] display. The elevators seemed
to be jammed.
During the post-flight inspection, it was
discovered that the LH [left-hand] elevator
lower stop assembly was broken at the level
of the angles, which may have prevented the
elevator to respond normally to the flight
control input.
This condition, if not detected and
corrected, could lead to reduced control of
the aeroplane.
*
*
*
*
*
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Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Actions
(g) Within 6 months after the effective date
of this AD, perform a general visual
inspection of the inboard hinge fitting area
and a detailed inspection of lower stop
angles of the inboard hinge fittings on both
LH and right-hand (RH) elevators, in
accordance with the Accomplishment
´
Instructions of Avions de Transport Regional
Service Bulletin ATR42–55–0014, dated May
´
11, 2010; or Avions de Transport Regional
Service Bulletin ATR72–55–1006, dated May
11, 2010; as applicable.
(1) If any damaged angle is found during
the inspection required by paragraph (g) of
this AD, before further flight, replace the
damaged angles with serviceable parts and
accomplish a detailed inspection of the
adjacent areas to detect any damage, in
accordance with the Accomplishment
´
Instructions of Avions de Transport Regional
Service Bulletin ATR42–55–0014, dated May
´
11, 2010; or Avions de Transport Regional
Service Bulletin ATR72–55–1006, dated May
11, 2010; as applicable.
(2) If any damage is detected in adjacent
areas during the inspection required by
paragraph (g)(1) of this AD, before further
flight, repair the damage using a method
approved by either the Manager,
International Branch, ANM 116, Transport
Airplane Directorate, FAA; or European
Aviation Safety Agency (EASA) (or its
delegated agent).
(h) Submit a report of the findings
(damaged angles found on the LH and RH
side elevator) of the inspection required by
paragraph (g) of this AD to ATR Engineering,
VerDate Mar<15>2010
14:53 Aug 04, 2011
Jkt 223001
Service Bulletin Group, 1 Allee Pierre Nadot,
31712 Blagnac Cedex, France, at the
applicable time specified in paragraph (h)(1)
or (h)(2) of this AD. The report must include
the MSN, accomplishment date, registration
number, number of flights, flight hours,
inspection results, and performed actions. In
addition, return any damaged lower stop
angles to ATR Engineering, Service Bulletin
Group, 1 Allee Pierre Nadot, 31712 Blagnac
Cedex, France.
(1) If the inspection was done on or after
the effective date of this AD: Submit the
report within 30 days after the inspection.
(2) If the inspection was done before 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.
(i) 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.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the International Branch, send it to ATTN:
Tom Rodriguez, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue, SW., Renton, Washington 98057–
3356; telephone (425) 227–1137; fax (425)
227–1149. Information may be e-mailed to:
9-ANM-116-AMOC-REQUESTS@faa.gov.
Before using any approved AMOC, notify
your appropriate principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office/
certificate holding 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: A Federal
agency may not conduct or sponsor, and a
person is not required to respond to, nor
shall a person be subject to a penalty for
failure to comply with a collection of
information subject to the requirements of
the Paperwork Reduction Act unless that
collection of information displays a current
valid OMB Control Number. The OMB
Control Number for this information
collection is 2120–0056. Public reporting for
this collection of information is estimated to
be approximately 5 minutes per response,
including the time for reviewing instructions,
completing and reviewing the collection of
information. All responses to this collection
Frm 00028
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Related Information
(j) Refer to MCAI EASA Airworthiness
Directive 2010–0138, dated July 1, 2010;
´
Avions de Transport Regional Service
Bulletin ATR42–55–0014, dated
May 11, 2010; and Avions de Transport
´
Regional Service Bulletin ATR72–55–1006,
dated May 11, 2010; for related information.
Issued in Renton, Washington, on July 26,
2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–19902 Filed 8–4–11; 8:45 am]
BILLING CODE 4910–13–P
Other FAA AD Provisions
PO 00000
of information are mandatory. Comments
concerning the accuracy of this burden and
suggestions for reducing the burden should
be directed to the FAA at: 800 Independence
Ave., SW., Washington, DC 20591, Attn:
Information Collection Clearance Officer,
AES–200.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–0722; Directorate
Identifier 2010–NM–262–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede an
existing airworthiness directive (AD)
that applies to certain Model 737–100
and –200 series airplanes. The existing
AD currently requires various
inspections for cracks in the outboard
chord of the frame at body station (BS)
727 and in the outboard chord of
stringer (S) 18A, and repair or
replacement of cracked parts. Since we
issued that AD, there have been several
reports of fatigue cracking in the frame
outboard chord at BS 727 and in the
radius of the auxiliary chord on
airplanes that were not affected by the
existing AD. This proposed AD would
add airplanes to the applicability
statement in the existing AD and add
inspections for cracks in the BS 727
frame outboard chords and the radius of
the auxiliary chord, for certain
airplanes. This proposed AD would also
remove the inspections of the outboard
chord of S–18A required by the existing
AD. We are proposing this AD to detect
and correct fatigue cracking of the
outboard and auxiliary chords, which
SUMMARY:
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Agencies
[Federal Register Volume 76, Number 151 (Friday, August 5, 2011)]
[Proposed Rules]
[Pages 47520-47522]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-19902]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-0721; Directorate Identifier 2010-NM-217-AD]
RIN 2120-AA64
Airworthiness Directives; ATR-GIE Avions de Transport
R[eacute]gional Model ATR42 and ATR72 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD results from mandatory
continuing airworthiness information (MCAI) originated by an aviation
authority of another country to identify and correct an unsafe
condition on an aviation product. The MCAI describes the unsafe
condition as:
One ATR operator has experienced in-flight elevator travel
limitations with unusual effort being necessary on pitch axis to
control the aeroplane, while the ``pitch mistrim'' message appeared
on the ADU [advisory display unit] display. The elevators seemed to
be jammed.
During the post-flight inspection, it was discovered that the LH
[left-hand] elevator lower stop assembly was broken at the level of
the angles, which may have prevented the elevator to respond
normally to the flight control input.
This condition, if not detected and corrected, could lead to
reduced control of the aeroplane.
* * * * *
The proposed AD would require actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on this proposed AD by September 19,
2011.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
ATR-GIE Avions de Transport R[eacute]gional, 1, All[eacute]e Pierre
Nadot, 31712 Blagnac Cedex, France; telephone +33 (0) 5 62 21 62 21;
fax +33 (0) 5 62 21 67 18; e-mail continued.airworthiness@atr.fr;
Internet https://www.aerochain.com. You may review copies of the
referenced 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.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Operations office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Operations office (telephone (800) 647-5527) is
in the ADDRESSES section. Comments will be available in the AD docket
shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Tom Rodriguez, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1137; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2011-0721;
Directorate Identifier 2010-NM-217-AD'' at the beginning of
[[Page 47521]]
your comments. We specifically invite comments on the overall
regulatory, economic, environmental, and energy aspects of this
proposed AD. We will consider all comments received by the closing date
and may amend this proposed AD based on those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2010-0138, dated July 1, 2010 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
One ATR operator has experienced in-flight elevator travel
limitations with unusual effort being necessary on pitch axis to
control the aeroplane, while the ``pitch mistrim'' message appeared
on the ADU display. The elevators seemed to be jammed.
During the post-flight inspection, it was discovered that the LH
elevator lower stop assembly was broken at the level of the angles,
which may have prevented the elevator to respond normally to the
flight control input.
This condition, if not detected and corrected, could lead to
reduced control of the aeroplane.
For the reasons described above, and as a precautionary measure,
this [EASA] AD requires a one-time [general visual and detailed]
inspection [for damaged angles] of the elevator hinge fittings and
the reporting of all findings. Depending on the results, further
action may be considered.
Corrective actions also include replacement of damaged angles with
serviceable parts; and a detailed inspection of adjacent areas for
damage, and repair if necessary. You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Avions de Transport R[eacute]gional has issued Service Bulletin
ATR42-55-0014, dated May 11, 2010; and Service Bulletin ATR72-55-1006,
dated May 11, 2010. The actions described in this service information
are intended to correct the unsafe condition identified in the MCAI.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have proposed different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect about 86 products of U.S. registry. We also estimate that
it would take about 4 work-hours per product to comply with the basic
requirements of this proposed AD. The average labor rate is $85 per
work-hour. Based on these figures, we estimate the cost of the proposed
AD on U.S. operators to be $29,240, or $340 per product.
In addition, we estimate that any necessary follow-on actions would
take about 60 work-hours and require parts costing up to $960, for a
cost of up to $6,060 per product. We have no way of determining the
number of products that may need these actions.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new AD:
ATR-GIE Avions de Transport R[eacute]gional: Docket No. FAA-2011-
0721; Directorate Identifier 2010-NM-217-AD.
Comments Due Date
(a) We must receive comments by September 19, 2011.
Affected ADs
(b) None.
Applicability
(c) This AD applies to ATR-GIE Avions de Transport
R[eacute]gional Model ATR42-200, -300,
[[Page 47522]]
-320, and -500 airplanes, all manufacturer serial numbers (MSN) up
to MSN 643 inclusive; and Model ATR72-101, -102, -201, -202, -211, -
212, and -212A airplanes, all MSNs up to MSN 728 inclusive;
certificated in any category.
Subject
(d) Air Transport Association (ATA) of America Code 55:
Stabilizers.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
One ATR operator has experienced in-flight elevator travel
limitations with unusual effort being necessary on pitch axis to
control the aeroplane, while the ``pitch mistrim'' message appeared
on the ADU [advisory display unit] display. The elevators seemed to
be jammed.
During the post-flight inspection, it was discovered that the LH
[left-hand] elevator lower stop assembly was broken at the level of
the angles, which may have prevented the elevator to respond
normally to the flight control input.
This condition, if not detected and corrected, could lead to
reduced control of the aeroplane.
* * * * *
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Actions
(g) Within 6 months after the effective date of this AD, perform
a general visual inspection of the inboard hinge fitting area and a
detailed inspection of lower stop angles of the inboard hinge
fittings on both LH and right-hand (RH) elevators, in accordance
with the Accomplishment Instructions of Avions de Transport
R[eacute]gional Service Bulletin ATR42-55-0014, dated May 11, 2010;
or Avions de Transport R[eacute]gional Service Bulletin ATR72-55-
1006, dated May 11, 2010; as applicable.
(1) If any damaged angle is found during the inspection required
by paragraph (g) of this AD, before further flight, replace the
damaged angles with serviceable parts and accomplish a detailed
inspection of the adjacent areas to detect any damage, in accordance
with the Accomplishment Instructions of Avions de Transport
R[eacute]gional Service Bulletin ATR42-55-0014, dated May 11, 2010;
or Avions de Transport R[eacute]gional Service Bulletin ATR72-55-
1006, dated May 11, 2010; as applicable.
(2) If any damage is detected in adjacent areas during the
inspection required by paragraph (g)(1) of this AD, before further
flight, repair the damage using a method approved by either the
Manager, International Branch, ANM 116, Transport Airplane
Directorate, FAA; or European Aviation Safety Agency (EASA) (or its
delegated agent).
(h) Submit a report of the findings (damaged angles found on the
LH and RH side elevator) of the inspection required by paragraph (g)
of this AD to ATR Engineering, Service Bulletin Group, 1 Allee
Pierre Nadot, 31712 Blagnac Cedex, France, at the applicable time
specified in paragraph (h)(1) or (h)(2) of this AD. The report must
include the MSN, accomplishment date, registration number, number of
flights, flight hours, inspection results, and performed actions. In
addition, return any damaged lower stop angles to ATR Engineering,
Service Bulletin Group, 1 Allee Pierre Nadot, 31712 Blagnac Cedex,
France.
(1) If the inspection was done on or after the effective date of
this AD: Submit the report within 30 days after the inspection.
(2) If the inspection was done before 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
(i) 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. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the International
Branch, send it to ATTN: Tom Rodriguez, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 227-1137; fax (425) 227-1149. Information may be e-mailed to:
9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any approved AMOC,
notify your appropriate principal inspector, or lacking a principal
inspector, the manager of the local flight standards district
office/certificate holding 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: A Federal agency may not conduct or
sponsor, and a person is not required to respond to, nor shall a
person be subject to a penalty for failure to comply with a
collection of information subject to the requirements of the
Paperwork Reduction Act unless that collection of information
displays a current valid OMB Control Number. The OMB Control Number
for this information collection is 2120-0056. Public reporting for
this collection of information is estimated to be approximately 5
minutes per response, including the time for reviewing instructions,
completing and reviewing the collection of information. All
responses to this collection of information are mandatory. Comments
concerning the accuracy of this burden and suggestions for reducing
the burden should be directed to the FAA at: 800 Independence Ave.,
SW., Washington, DC 20591, Attn: Information Collection Clearance
Officer, AES-200.
Related Information
(j) Refer to MCAI EASA Airworthiness Directive 2010-0138, dated
July 1, 2010; Avions de Transport R[eacute]gional Service Bulletin
ATR42-55-0014, dated
May 11, 2010; and Avions de Transport R[eacute]gional Service
Bulletin ATR72-55-1006, dated May 11, 2010; for related information.
Issued in Renton, Washington, on July 26, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-19902 Filed 8-4-11; 8:45 am]
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