15802 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–06–12 The Boeing Company: 

Amendment 39–16637; Docket No. 

FAA–2010–1202; Directorate Identifier 

2010–NM–167–AD. 

Effective Date 

(a) This AD is effective April 26, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model MD–90–30 airplanes, 

certificated in any category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

Unsafe Condition 

(e) This AD was prompted by a report of 

a crack found in the upper center skin panel 

at the aft inboard corner of a right horizontal 

stabilizer. We are issuing this AD to detect 

and correct cracks in the upper center skin 

panel of the horizontal stabilizer. 

Uncorrected cracks might ultimately lead to 

the loss of overall structural integrity of the 

horizontal stabilizer. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Inspections 

(g) Before the accumulation of 20,000 total 

flight cycles, or within 3,778 flight cycles 

after the effective date of this AD, whichever 

occurs later, do eddy current inspections to 

detect cracking of the left and right upper 

center skin panels of the horizontal stabilizer, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–55A015, dated July 16, 2010. 

(1) If no crack is found during any 

inspection required by paragraph (g) of this 

AD, repeat the applicable inspections 

thereafter at the applicable times specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert 

Service Bulletin MD90–55A015, dated July 

16, 2010. 

(2) If any crack is found during any 

inspection required by paragraph (g) of this 

AD, before further flight, replace the skin 

panel with a serviceable skin panel, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–55A015, dated July 16, 2010. Within 

20,000 flight cycles after the replacement, do 

eddy current inspections as required by 

paragraph (g) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, 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 manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Related Information 

(i) For more information about this AD, 

contact Roger Durbin, Aerospace Engineer, 

Los Angeles ACO, Airframe Branch, ANM– 

120L, FAA, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5233; fax: 562–627–5210; e-mail: 

Roger.Durbin@faa.gov. 

Material Incorporated by Reference 

(j) You must use Boeing Alert Service 

Bulletin MD90–55A015, dated July 16, 2010, 

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 

Boeing Alert Service Bulletin MD90–55A015, 

dated July 16, 2010, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; phone: 206–544–5000, extension 2; fax: 

206–766–5683; e-mail: 

dse.boecom@boeing.com; Internet: https:// 

www.myboeingfleet.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. 

(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 an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 9, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–6249 Filed 3–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0212; Directorate 

Identifier 2010–SW–055–AD; Amendment 

39–16632; AD 2011–06–07] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France (Eurocopter) Model EC130 B4 

Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for 

Eurocopter Model EC130 B4 helicopters. 

This action requires identifying and 

inspecting a certain emergency flotation 

gear unit ‘‘1G’’ (1G unit). This action also 

requires modification of certain affected 

1G units. This amendment is prompted 

by an uncommanded in-flight 

deployment of the emergency flotation 

gear when it was not armed by the crew. 

The actions specified in this AD are 

intended to prevent an uncommanded 

in-flight deployment of the emergency 

flotation gear, unexpected deceleration 

and pitch down movement of the 

helicopter, and subsequent loss of 

control of the helicopter. 

DATES: Effective April 6, 2011. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of April 6, 

2011. 

Comments for inclusion in the Rules 

Docket must be received on or before 

May 23, 2011. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• Federal eRulemaking Portal: Go to 

http://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– 


Emcdonald on DSK2BSOYB1PROD with RULES
Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 15803 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

You may get the service information 

identified in this AD from American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, TX 75053–4005, 

telephone (800) 232–0323, fax (972) 

641–3710, or at http:// 

www.eurocopter.com. 

Examining the Docket 

You may examine the docket that 

contains the AD, any comments, and 

other information on the Internet at 

http://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 

Docket Operations office (telephone 

(800) 647–5527) is located in Room 

W12–140 on the ground floor of the 

West Building at the street address 

stated in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

George Schwab, Aviation Safety 

Engineer, FAA, Rotorcraft Directorate, 

Safety Management Group, 2601 

Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5114, fax 

(817) 222–5961. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA AD No. 

2010–0088–E, dated May 6, 2010, to 

correct an unsafe condition for the 

Model EC130 B4 helicopters. EASA 

advises that an uncontrolled in-flight 

deployment of the emergency flotation 

gear (not armed) on an EC130 B4 

helicopter has been reported. The flight 

crew heard a detonation followed by 

heavy vibrations and noticed the 

emergency flotation gear floats were 

inflating. Investigations on the 

emergency flotation gear control system 

revealed that a wire was damaged inside 

the 1G unit. This wire was damaged, 

due to interference with the screw 

securing cable 1GR19E lug to the bus 

bar, causing a short circuit in the 

emergency flotation gear deployment 

activation circuit and the consequent 

deployment of the emergency flotation 

gear. EASA further states the possibility 

of interference of the 1G unit’s internal 

wire harnesses with a fuselage metal 

structure member (stringer) has been 

identified, which could have the same 

consequences. 

Related Service Information 

Eurocopter has issued Emergency 

Alert Service Bulletin No. 25A037, 

dated April 27, 2010, for the Model 

EC130 B4 helicopters, which specifies 

inspecting 1G units without an ‘‘*’’ 

displayed on the 1G unit panel after the 

part number (P/N) and taking various 

corrective actions at various times 

pending installation of a conforming 1G 

unit. EASA classified this EASB as 

mandatory and issued AD No. 2010– 

0088–E, dated May 6, 2010, to ensure 

the continued airworthiness of these 

helicopters. 

FAA’s Evaluation and Unsafe Condition 

Determination 

This helicopter has been approved by 

the aviation authority of France and is 

approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, their 

technical representative, has notified us 

of the unsafe condition described in the 

MCAI AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

unsafe condition exists and is likely to 

exist or develop on other helicopters of 

this same type design. 

Differences Between This AD and the 

EASA AD 

This AD does not require the actions 

to be completed at the compliance times 

of 3 months and 8 months, nor does it 

require the repetitive actions specified 

in the EASA AD. This AD requires the 

actions to be done within 15 hours timein-service (TIS). Also, this AD refers to 

flight hours as hours TIS. 

FAA’s Determination and Requirements 

of This AD 

This unsafe condition is likely to exist 

or develop on other helicopters of the 

same type design. Therefore, this AD is 

being issued to prevent an 

uncommanded in-flight deployment of 

the emergency flotation gear, 

unexpected deceleration and pitch 

down movement of the helicopter, and 

subsequent loss of control of the 

helicopter. 

This AD requires determining if the 

1G unit has an asterisk after the P/N 

displayed on the 1G unit panel. If an 

asterisk follows the P/N, the AD 

requires inspecting for a rubber 

extrusion installed on the stringer. If no 

rubber extrusion is installed on the 

stringer, the AD requires removing the 

1G unit, bonding a rubber extrusion on 

the stringer, reinstalling the 1G unit, 

and functionally testing the emergency 

flotation gear control system. If no 

asterisk follows the P/N, the AD 

requires removing the 1G unit and 

inspecting the 1G unit for interference 

between the harness wires and the 

stringer and between internal parts. 

Also, the AD requires if no rubber 

extrusion is installed on the stringer, 

protecting the stringer by bonding a 

rubber extrusion on the stringer. The AD 

also requires inspecting for interference 

between the attachment screw and the 

wires of the nearby harness and for 

damage to the wires of the harness. The 

AD also requires modifying the 1G unit 

as necessary to protect the 1G unit from 

interference. Also, the AD requires 

identifying the modified 1G unit by 

marking an asterisk after the P/N. The 

AD also requires reinstalling and 

functionally testing the 1G unit. 

Installing a conforming 1G unit is 

terminating action for the requirements 

of this AD. Do the actions by following 

specified portions of the service bulletin 

described previously. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the controllability of the 

helicopter. This AD requires, within 15 

hours TIS, determining whether a 

conforming 1G unit is installed, and if 

not, modifying the 1G unit within 15 

hours TIS. Fifteen hours TIS is a very 

short compliance time; therefore, this 

AD must be issued immediately. 

Since a situation exists that requires 

the immediate adoption of this 

regulation, it is found that notice and 

opportunity for prior public comment 

hereon are impracticable, and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Costs of Compliance 

We estimate that this AD will affect 

about 119 helicopters of U.S. registry. 

Determining whether an asterisk is 

present on the 1G unit panel will 

require a minimal amount of time. We 

estimate that it will take about 8 workhours per helicopter to remove, modify, 

and replace a 1G unit. The average labor 

rate is $85 per work-hour. Required 

parts will cost about $25 per helicopter. 

Based on these figures, we estimate the 

cost of this AD on U.S. operators is 

$8,460, assuming 12 helicopters will 

require modification of the 1G unit per 

this AD. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES. Include 

‘‘Docket No. FAA–2011–0212; 


Emcdonald on DSK2BSOYB1PROD with RULES
15804 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 

Directorate Identifier 2010–SW–055– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of the docket Web site, 

you can find and read the comments to 

any of our dockets, including the name 

of the individual who sent the 

comment. You may review the DOT’s 

complete Privacy Act Statement in the 

Federal Register published on April 11, 

2000 (65 FR 19477–78). 

Regulatory Findings 

We have 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 that the 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 an economic evaluation 

of the estimated costs to comply with 

this AD. See the AD docket to examine 

the economic evaluation. 

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. 

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: 

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. Section 39.13 is amended by adding 

a new airworthiness directive to read as 

follows: 

2011–06–07 Eurocopter France: 

Amendment 39–16632; Docket No. 

FAA–2011–0212; Directorate Identifier 

2010–SW–055–AD. 

Applicability: Model EC130 B4 helicopters 

with a flotation gear unit ‘‘1G’’ (1G unit), part 

number (P/N) 350A63256300, installed, 

certificated in any category. 

Compliance: Within 15 hours time-inservice, unless accomplished previously. 

To prevent an uncommanded in-flight 

deployment of the emergency flotation gear, 

unexpected deceleration and pitch down 

movement of the helicopter, and subsequent 

loss of control of the helicopter, do the 

following: 

(a) Determine whether the 1G unit has an 

asterisk (*) after the P/N displayed on the 1G 

unit panel as shown in Figure 4 of 

Eurocopter Emergency Alert Service Bulletin 

No. 25A037, dated April 27, 2010 (EASB). 

(b) If there is an asterisk after the P/N 

displayed on the 1G unit panel, determine if 

there is a rubber extrusion installed on the 

stringer as shown in Figure 6 of the EASB. 

(1) If no rubber extrusion is installed on the 

stringer, remove the 1G unit by following the 

Accomplishment Instructions, paragraph 

2.B.2.a. of the EASB. 

(2) Bond a rubber extrusion onto the 

stringer using Bostik 1400 or an equivalent 

adhesive. Bostik 1400 is ready for use; if 

using an equivalent adhesive, follow the 

manufacturer’s directions for preparation and 

application. 

(i) Thoroughly clean the bonding surfaces 

of the stringer; remove all traces of grease. 

(ii) Apply a uniform adhesive film on the 

bonding surfaces. 

(A) For Bostik 1400, allow to dry until tack 

free (about 15 minutes). 

(B) For equivalent adhesive, follow the 

manufacturer’s procedures. 

(iii) After adhesive application, assemble 

the bonding faces and press firmly to 

eliminate air bubbles. Maintain the pressure 

throughout the hardening period as described 

for the adhesive being used. For Bostik 1400, 

the adhesive hardens in about 48 hours at 

room temperature. 

(3) Reinstall the 1G unit by following the 

Accomplishment Instructions, paragraph 

2.B.2.b., of the EASB. Functionally test the 

emergency flotation gear control system. 

(c) If there is no asterisk displayed after the 

P/N on the 1G unit panel, remove the 1G unit 

by following the Accomplishment 

Instructions, paragraph 2.B.2.a., of the EASB. 

(1) Inspect the 1G unit for interference: 

(i) If you find interference between the 

harness wires and the stringer, install a 

sheath, P/N EN6049–006–08–5, on all the 

harnesses in the area of the interference, and 

secure the sheath with cable ties as depicted 

in Figure 5 of the EASB. 

(ii) If you find interference between the 

harness wires and the inside surface of the 

1G unit or with any of the 1G unit’s internal 

components, remove the installed cable ties, 

P/N E0043–1A0P, and spacer(s), P/N E0688– 

01, as required, to allow repositioning or 

routing of the harness to eliminate 

interference. Secure repositioned harnesses 

using new cable ties, P/N E0043–1A0P, and 

new spacers, P/N E0688–01. 

(iii) If you find interference between the 

harness and the helicopter structural stringer, 

install a sheath, P/N EN6049–006–08–5, on 

all the harnesses located at the stringer as 

depicted in Figures 5 and 6 of the EASB. 

Secure the sheath with cable ties, P/N 

E0043–1A0P, so that no interference between 

the sheathed harness and the structural 

stringer exists. 

(iv) Bond a black rubber extrusion, P/N 

BT4, on the stringer as shown in Figure 6 by 

following the requirements of paragraph 

(b)(2) of this AD. 

(2) Inspect the attachment screw of cable 

1GR19E for orientation and arrangement that 

matches the Post EASB detail, as shown in 

insert D of Figure 5 of the EASB, and 

determine if it is covered with heat shrink, 

P/N VG95343T05E004A, or equivalent. If 

orientation and arrangement of the 

attachment screw cable 1GR19E are not as 

shown in insert D of Figure 5 or the 

attachment screw is not covered with heat 

shrink, modify the attachment screw by 

following the Accomplishment Instructions, 

paragraph 2.B.5.b., of the EASB. 

Note 1. Figure 5 of the EASB does not 

show the heat shrink installed for clarity of 

screw head and lug detail. 

(3) Inspect for damage to a wire of the 

harness inside the 1G unit as depicted in 

Figure 7 of the EASB. Replace any damaged 

wire using the correct wire and contact 

information listed in the Appendix, 

paragraph 4, of the EASB. 

(4) Mark an asterisk ‘‘*’’ after P/N 

350A63256300 on the 1G unit panel using 

indelible ink to indicate compliance with 

this AD. 

(5) Reinstall the 1G unit by following the 

Accomplishment Instructions, paragraph 

2.B.2.b., of the EASB, and functionally test 

the emergency flotation gear control system. 

(d) Installing an airworthy 1G unit that has 

been modified and identified as required by 


Emcdonald on DSK2BSOYB1PROD with RULES
Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Rules and Regulations 15805 

this AD is terminating action for the 

requirements of this AD. 

(e) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Safety 

Management Group, FAA, Attn: George 

Schwab, Aviation Safety Engineer, Rotorcraft 

Directorate, 2601 Meacham Blvd., Fort 

Worth, Texas 76137, telephone (817) 222– 

5114, fax (817) 222–5961, for information 

about previously approved alternative 

methods of compliance. 

(f) The Joint Aircraft System/Component 

(JASC) Code is 2497: Electrical Power System 

Wiring. 

(g) Remove and install the 1G unit, 

determine the correct wire and contact 

information, and do the inspections by 

following the specified portions of 

Eurocopter Emergency Alert Service Bulletin 

No. 25A037, dated April 27, 2010. The 

Director of the Federal Register approved this 

incorporation by reference in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Copies may be obtained from American 

Eurocopter Corporation, 2701 Forum Drive, 

Grand Prairie, TX 75053–4005, telephone 

(800) 232–0323, fax (972) 641–3710, or at 

http://www.eurocopter.com. Copies may be 

inspected at the FAA, Office of the Regional 

Counsel, Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas, 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: http:// 

www.archives.gov/federal_register/code_of_

federal_regulations/ibr_locations.html. 

(h) This amendment becomes effective on 

April 6, 2011. 

Note 2: The subject of this AD is addressed 

in European Aviation Safety Agency No. 

2010–0088–E, dated May 6, 2010. 

Issued in Fort Worth, Texas, March 7, 

2011. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6212 Filed 3–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1162; Directorate 

Identifier 2010–NM–099–AD; Amendment 

39–16634; AD 2011–06–09] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A310 Series Airplanes, and Airbus 

Model A300 B4–600, B4–600R, and F4– 

600R Series Airplanes, and Model C4– 

605R Variant F Airplanes (Collectively 

Called A300–600 Series Airplanes) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to 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: 

Prompted by a reported in-service event, 

EASA issued AD 2009–0084 to prevent 

unwanted movement of pilot- or co-pilot seat 

in the horizontal direction which is 

considered as potentially unsafe, especially 

during the takeoff phase when the speed of 

the aeroplane is greater than 100 knots and 

until landing gear retraction. 

* * * * * 

Uncommanded movement of the pilot 

and co-pilot seats during takeoff or 

landing could interfere with the 

operation of the airplane and, as a 

result, could cause 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 April 

26, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of April 26, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of June 12, 2009 (74 FR 

25399, May 28, 2009). 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

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: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

227–2125; 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 December 1, 2010 (75 FR 

74665), and proposed to supersede AD 

2009–11–09, Amendment 39–15919 (74 

FR 25399, May 28, 2009). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Prompted by a reported in-service event, 

EASA issued AD 2009–0084 [which 

corresponds to FAA AD 2009–11–09] to 

prevent unwanted movement of pilot- or copilot seat in the horizontal direction which 

is considered as potentially unsafe, 

especially during the takeoff phase when the 

speed of the aeroplane is greater than 100 

knots and until landing gear retraction. 

AD 2009–0084 required the deactivation of 

the electrical power of SOGERMA pilot seats 

P/N 2510112 series and co-pilot seats P/N 

2510113 series. Optional intermediate 

actions were also provided by AD 2009–0084 

to allow partial or full restoration of seat 

adjustment functionality. 

Since AD 2009–0084 was issued, a 

permanent solution has been developed that 

terminates the de-activation requirement and 

invalidates the intermediate actions. 

Consequently, this AD retains 

requirements of EASA AD 2009–0084, which 

is superseded, and requires implementing the 

terminating action. In addition, this AD 

prohibits the (re)installation of unmodified 

pilot- and co-pilot seats on any aeroplane 

that has been modified in accordance with 

the requirements of this AD. 

Uncommanded movement of the pilot 

and co-pilot seats during takeoff or 

landing could interfere with the 

operation of the airplane and, as a 

result, could cause loss of control of the 

airplane. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Relevant Service Information 

Since issuance of the NPRM, Airbus 

has issued Mandatory Service Bulletin 

A310–25–2205, Revision 01, dated 

November 19, 2010. This revision does 

not require any additional work. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. We have updated this final rule 

to refer to Airbus Mandatory Service 

Bulletin A310–25–2205, Revision 01, 

dated November 19, 2010. We added a 

new paragraph (n) of this AD to provide 

credit for doing actions before the 

effective date of this AD in accordance 

with Airbus Mandatory Service Bulletin 

A310–25–2205, dated August 31, 2009, 

for Airbus Model A310 series airplanes. 

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. 

Conclusion 

We reviewed the available data, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 


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