Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 16657 

TABLE 1—INITIAL INSPECTION SCHEDULE

If the engine or the 05 Module Then initially inspect 

Has reached 10,000 hours time-since-new (TSN) or reached 2,500 cycles-since-new (CSN) on the effective date of this AD.Within 2 months after the effective date of this AD. 

Has fewer than 10,000 hours TSN and fewer than 2,500 CSN on the 

effective date of this AD.

Within 2 months after reaching 10,000 hours TSN or 2,500 CSN, 

whichever occurs first. 

Is returned for an engine shop visit ......................................................... Before returning to service. 

(1) If after cleaning, there is still carbon in 

the vent tube that prevents cleaning tool 

number HU80298 from passing through the 

tube, then replace the internal oil vent tube 

within 10 cycles-in-service (CIS). 

(2) If after cleaning, there is still carbon of 

visible thickness in either of the two external 

oil vent tubes, then replace the external oil 

vent tube before further flight. 

(3) Use paragraphs 3.A. through 3.A.(7) of 

the Accomplishment Instructions and 

Appendix A of Rolls-Royce plc Alert Service 

Bulletin (ASB) No. RB.211–72–AE302, 

Revision 8, dated October 21, 2009, to do the 

borescope inspections and cleaning of the oil 

vent tubes and bearing chamber. 

Initial Visual Inspection of the Vent Flow 

Restrictor 

(g) For engines that, on the effective date 

of this AD, have not accumulated 25 service 

cycles since the last cleaning and inspection 

specified in paragraphs (f) through (f)(3) of 

this AD, visually inspect the vent flow 

restrictor: 

(1) Either after a high-power ground run 

immediately following the cleaning and 

inspection; or 

(2) Within 25 service cycles of the last 

cleaning and inspection. 

(h) For engines that, on the effective date 

of this AD, have accumulated 25 or more 

service cycles since the last cleaning and 

inspection specified in paragraphs (f) through 

(f)(3) of this AD, visually inspect the vent 

flow restrictor within 25 service cycles after 

the effective date of this AD. 

(i) Use paragraph 3.A.(8) of the 

Accomplishment Instructions of Rolls-Royce 

plc ASB No. RB.211–72–AE302, Revision 8, 

dated October 21, 2009, to do the visual 

inspections. 

Repetitive Inspections, Cleaning, and 

Replacements 

(j) Within 6,400 hours time-in-service since 

last inspection and cleaning, or within 1,600 

cycles-since-last inspection and cleaning, or 

at the next engine shop visit, whichever 

occurs first, borescope-inspect the HP–IP 

turbine internal and external oil vent tubes 

and bearing chamber, and clean the oil vent 

tubes as necessary. 

(1) If after cleaning there is still carbon in 

the internal oil vent tube that prevents 

cleaning tool, number HU80298, from 

passing through the tube, then replace the 

internal oil vent tube within 10 CIS. 

(2) If after cleaning there is still carbon of 

visible thickness, in either of the two external 

oil vent tubes, then replace the external oil 

vent tube before further flight. 

(3) Use paragraphs 3.A. through 3.A.(7) of 

the Accomplishment Instructions and 

Appendix A of Rolls-Royce plc ASB No. 

RB.211–72–AE302, Revision 8, dated October 

21, 2009, to do the borescope inspections and 

cleaning of the oil vent tubes and bearing 

chamber. 

(k) Visually inspect the vent flow restrictor 

either after a high-power ground run or 

within 25 service cycles after performing the 

cleaning and inspection specified in 

paragraph (f) through (f)(3) of this AD. Use 

paragraph 3.A.(8) of the Accomplishment 

Instructions of Rolls-Royce plc ASB No. 

RB.211–72–AE302, Revision 8, dated October 

21, 2009, to do the visual inspection. 

Definition 

(l) For the purpose of this AD, an engine 

shop visit is induction of the engine into the 

engine shop for any cause. 

Previous Credit 

(m) Initial inspections specified in 

paragraph (f) of this AD and performed before 

the effective date of this AD using RollsRoyce plc ASB No. RB.211–72–AE302, 

Revision 4, dated April 30, 2007, or Revision 

5, dated May 22, 2007, or Revision 6, dated 

January 29, 2009, or Revision 7, dated April 

30, 2009, satisfy the initial inspection 

requirements in paragraph (f) of this AD. 

Alternative Methods of Compliance 

(n) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. 

Related Information 

(o) European Aviation Safety Agency AD 

2007–0201, dated August 1, 2007, and AD 

2007–0202 (corrected August 8, 2007), also 

address the subject of this AD. 

(p) Contact James Lawrence, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: james.lawrence@faa.gov; 

telephone (781) 238–7176; fax (781) 238– 

7199, for more information about this AD. 

Material Incorporated by Reference 

(q) You must use Rolls-Royce plc Alert 

Service Bulletin No. RB.211–72–AE302, 

Revision 8, dated October 21, 2009, including 

Appendix A, to perform the actions required 

by this AD. The Director of the Federal 

Register approved the incorporation by 

reference of this service bulletin in 

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

part 51. Contact Rolls-Royce plc, P.O. Box 31, 

Derby, England; telephone: 011–44–1332– 

249428; fax: 011–44–1332–249223 for a copy 

of this service information. You may review 

copies at the FAA, New England Region, 12 

New England Executive Park, Burlington, 

MA; 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/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

March 25, 2010. 

Robert J. Ganley, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–7283 Filed 4–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1166; Directorate 

Identifier 2009–NM–107–AD; Amendment 

39–16255; AD 2010–07–10] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2K–3C, B2–203, B4–2C, 

B4–103, and B4–203 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: 

One operator reported loss of both pitch 

trims following autopilot disengagement after 

take off. Subsequent shop findings revealed 

severe damage to the power gears. Malphasing between the hydraulic motors was 

suspected to have induced excessive loads 

into the gear train, leading to collapse of one 

bearing on a shaft of the main gear, causing 

severe tooth damage. The combination of 

tooth damage and gear tilting caused the 

disconnection of two of the three hydraulic 

motors, resulting in jamming of the THSA 

[trimmable horizontal stabilizer actuator] 

gearbox and consequent loss of THSA 

control. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
16658 Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 

This condition, if not detected and 

corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, 

causing degradation of the power gears and 

potentially resulting in reduced control of the 

aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

7, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 7, 2010. 

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; telephone 

(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 11, 2009 (74 FR 

65699). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

One operator reported loss of both pitch 

trims following autopilot disengagement after 

take off. Subsequent shop findings revealed 

severe damage to the power gears. Malphasing between the hydraulic motors was 

suspected to have induced excessive loads 

into the gear train, leading to collapse of one 

bearing on a shaft of the main gear, causing 

severe tooth damage. The combination of 

tooth damage and gear tilting caused the 

disconnection of two of the three hydraulic 

motors, resulting in jamming of the THSA 

[trimmable horizontal stabilizer actuator] 

gearbox and consequent loss of THSA 

control. 

This condition, if not detected and 

corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, 

causing degradation of the power gears and 

potentially resulting in reduced control of the 

aeroplane. 

For the reasons described above, this AD 

requires repetitive checks [on-airplane 

phasing inspections and magnetic plug 

inspections for metal particles on the drain 

plug using detailed inspection methods] of 

the THSA and corrective actions 

[replacement of the THSA with a serviceable 

unit], depending on findings. 

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 comment received from 

the Air Line Pilots Association, 

International (ALPA). ALPA supports 

the NPRM. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this AD will affect 

12 products of U.S. registry. We also 

estimate that it will take about 5 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $5,100, or $425 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at 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 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: 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 16659 

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: 

2010–07–10 Airbus: Amendment 39–16255. 

Docket No. FAA–2009–1166; Directorate 

Identifier 2009–NM–107–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 7, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B2–1C, B2K–3C, B2–203, B4–2C, B4–103, 

and B4–203 airplanes, certificated in any 

category, all serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

One operator reported loss of both pitch 

trims following autopilot disengagement after 

take off. Subsequent shop findings revealed 

severe damage to the power gears. Malphasing between the hydraulic motors was 

suspected to have induced excessive loads 

into the gear train, leading to collapse of one 

bearing on a shaft of the main gear, causing 

severe tooth damage. The combination of 

tooth damage and gear tilting caused the 

disconnection of two of the three hydraulic 

motors, resulting in jamming of the THSA 

[Trimmable Horizontal Stabilizer Actuator] 

gearbox and consequent loss of THSA 

control. 

This condition, if not detected and 

corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, 

causing degradation of the power gears and 

potentially resulting in reduced control of the 

aeroplane. 

For the reasons described above, this AD 

requires repetitive checks [on-airplane 

phasing inspections and magnetic plug 

inspections for metal particles on the drain 

plug using detailed inspection methods] of 

the THSA and corrective actions 

[replacement of the THSA with a serviceable 

unit], depending on findings. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 4,000 flight hours after the last 

THSA overhaul or within 250 flight hours 

after the effective date of this AD, whichever 

occurs later: Perform an on-airplane phasing 

inspection of the THSA, and a magnetic plug 

inspection for metal particles on the drain 

plug of the THSA, using detailed inspection 

methods, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27–0201, 

dated March 9, 2009. 

(i) If the THSA passes the phasing 

inspection, but the magnetic plug inspection 

reveals metal particles that are equal to or 

less than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 

in.), and the depth of the particle layer does 

not exceed 1 mm (0.0393 in.), repeat the 

inspections thereafter at intervals not to 

exceed 2,500 flight hours in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27–0201, 

dated March 9, 2009. 

(ii) If the THSA passes the phasing 

inspection, but the magnetic plug inspection 

reveals metal particles with dimensions 

greater than 1.5 mm (0.059 in.) × 0.5 mm 

(0.0196 in.), or a layer of particles with a 

depth greater than 1 mm (0.0393 in.) is 

found, before further flight, replace the THSA 

with a serviceable unit, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27–0201, 

dated March 9, 2009. 

(iii) If the THSA fails the phasing 

inspection and the magnetic plug inspection 

reveals metal particles that are equal to or 

less than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 

in.), and the depth of the particle layer does 

not exceed 1 mm (0.0393 in.), within 500 

flight hours after the inspection, replace the 

THSA with a serviceable unit, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–27– 

0201, dated March 9, 2009. 

(iv) If the THSA fails the phasing 

inspection and the magnetic plug inspection 

reveals metal particles with dimensions 

greater than 1.5 mm (0.059 in.) × 0.5 mm 

(0.0196 in.), or a layer of particles with a 

depth greater than 1 mm (0.0393 in.) is 

found, before further flight, replace the THSA 

with a serviceable unit, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27–0201, 

dated March 9, 2009. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as a mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’ 

Note 2: A ‘‘serviceable’’ THSA is one that 

has a correct hydraulic motor phasing and no 

particles or few particles with maximum 

dimensions of 1.5 mm (0.059 in.) x 0.5 mm 

(0.0196 in.) and a layer of particles with a 

maximum depth of 1 mm (0.0393 in.) found 

on the magnetic plug. 

(2) Within 2,500 flight hours after replacing 

any THSA, perform a phasing inspection of 

the THSA, and a magnetic plug inspection 

for metal particles on the drain plug of the 

THSA, as specified in paragraph (f)(1) of this 

AD. Replacing the THSA, as required by 

paragraphs (f)(1)(ii), (f)(1)(iii), and (f)(1)(iv) of 

this AD, as applicable, does not constitute 

terminating action for the repetitive 

inspections as required by paragraph (f)(1)(i) 

of this AD. 

(3) As of the effective date of this AD, do 

not install a replacement THSA on any 

airplane, unless it has been inspected in 

accordance with the requirements of 

paragraphs (f)(1)(i) through (f)(1)(iv), as 

applicable, of this AD. 

(4) Within 3 weeks after removal of a 

THSA unit from an airplane, send it to the 

THSA manufacturer, Goodrich Actuation 

Systems, Stafford Road Fordhouses, 

Wolverhampton, West Midlands WV10 7EH, 

England. 

(5) Submit a report of the findings (both 

positive and negative) of the inspections 

required by paragraph (f)(1) of this AD to the 

Manager, Airbus Customer Service 

Directorate, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex France; telephone +33 

5 61 93 33 33; telex AIRBU 530526F; fax +33 

5 61 93 42 51; at the applicable time 

specified in paragraph (f)(5)(i) or (f)(5)(ii) of 

this AD. The report must include the 

inspection results (including no findings), 

and replacement or actions to be done. 

(i) For any inspection done on or after the 

effective date of this AD: Submit the report 

within 30 days after the inspection. 

(ii) For any inspection 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 3: 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: Dan Rodina, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2125; 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. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
16660 Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2009– 

0111, dated May 13, 2009; and Airbus 

Mandatory Service Bulletin A300–27–0201, 

dated March 9, 2009; for related information. 

Material Incorporated by Reference 

(i) You must use Airbus Mandatory Service 

Bulletin A300–27–0201, including 

Appendices 1, 2, and 3, dated March 9, 2009, 

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—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail: account.airwortheas@airbus.com; Internet http:// 

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. 

(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: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 

25, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–7371 Filed 4–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1256 Directorate 

Identifier 2009–CE–064–AD; Amendment 

39–16252; AD 2010–07–07] 

RIN 2120–AA64 

Airworthiness Directives; SOCATA 

Model TBM 700 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) 

issued 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: 

It has been discovered that the foam inside 

the towing bar box is not conformed to the 

certification specification, and especially the 

flame resistance properties. 

In case of fire in the front baggage 

compartment, the non conformed foam could 

rapidly propagate the flames and/or emit 

toxic fumes in the cabin. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

7, 2010. 

On May 7, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Albert Mercado, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4119; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on January 4, 2010 (75 FR 89). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

It has been discovered that the foam inside 

the towing bar box is not conformed to the 

certification specification, and especially the 

flame resistance properties. 

In case of fire in the front baggage 

compartment, the non conformed foam could 

rapidly propagate the flames and/or emit 

toxic fumes in the cabin. 

For the reason stated above the AD 2009– 

0238–E, as a temporary measure, mandated 

the removal of the foam, pending a foam 

change. 

This AD revision is issued to reduce the 

original AD applicability and to introduce 

the optional installation of new foam pads in 

the tow bar stowage box. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Comment Issue No. 1: Optional Final 

Solution 

DAHER–SOCATA comments that 

SOCATA Service Bulletin (SB) 70–179, 

Amendment 1, dated January 2010, was 

issued. That amendment contains a final 

solution. If the EASA AD issues before 

the comment end date of the NPRM for 

this AD action, the commenter requests 

that we include the required terminating 

action in our AD as specified in the 

amended service information. 

The FAA partially agrees with this 

comment. The FAA agrees that 

following the issuance of the NPRM, 

EASA issued a revision to the AD to 

allow the optional installation of new 

foam pads part number (P/N) 

T700C091000610100 in the tow bar 

storage box in accordance with the 

Accomplishment Instructions of SB No. 

70–179, Amendment 1, dated January 

2010. The FAA disagrees with making 

the installation of the new foam pads 

P/N T700C091000610100 a required 

action since the EASA AD made it an 

optional action. 

We are changing the final rule AD 

action to include this option. 

Comment Issue No. 2: Costs of 

Compliance 

DAHER–SOCATA comments that the 

costs in the Costs of Compliance section 

are not in accordance with those given 

in the service bulletin. It would take 

about 10 work-minutes per product 

instead of .5 work-hour to remove the 

wrong foam pad and to replace it with 

the new one. The cost should be only 

$13 for an average labor rate and 

consequently $2,132 for all U.S. 

operators. 

The FAA agrees that it would only 

take 10 work-minutes. However, in 

regards to cost, our practice is to apply 

.5 hour as the minimum estimated 

work-hour for labor. This minimum was 

used in determining the cost of 

compliance for the AD. 

We are not changing this final rule AD 

action based on this comment. 

Conclusion 

We reviewed the available data, 

including the comment 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 


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