Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations 69601 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2007–25–03 Boeing: Amendment 39–15284. 

Docket No. FAA–2007–29031; 

Directorate Identifier 2007–NM–130–AD. 

Effective Date 

(a) This AD becomes effective January 14, 

2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 737–

600, –700, –700C, –800, and –900 series 

airplanes, certificated in any category; as 

identified in Boeing Alert Service Bulletin 

737–53A1253, dated May 18, 2007. 

Unsafe Condition 

(d) This AD results from web oil can 

conditions found on the aft pressure 

bulkhead of several airplanes. We are issuing 

this AD to detect and correct oil can 

conditions, bulges, or previous repairs in the 

aft pressure bulkhead, which could lead to 

web cracks and consequently result in rapid 

decompression of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Repetitive Inspections 

(f) At the applicable times specified in 

paragraph 1.E. of Boeing Alert Service 

Bulletin 737–53A1253, dated May 18, 2007, 

except as provided by paragraph (g) of this 

AD: Do repetitive general visual inspections 

of either the aft side or forward side of the 

aft pressure bulkhead for oil can conditions 

or bulges and a one-time general visual 

inspection of the aft pressure bulkhead to 

identify any previously installed web repair, 

and do all applicable corrective actions, by 

accomplishing all of the applicable actions 

specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1253, dated May 18, 2007, except as 

provided by paragraphs (h) and (i) of this AD. 

Exceptions to Compliance Times 

(g) Where Tables 1 and 2 of paragraph 1.E. 

of Boeing Alert Service Bulletin 737–

53A1253, dated May 18, 2007, specify a 

compliance time of ‘‘at or before 15,000 total 

flight cycles or within 1,200 flight cycles’’ for 

the general visual inspections, this AD 

requires accomplishing the applicable 

inspection at the later of those compliance 

times. Where Tables 1 and 2 of paragraph 

1.E. of the service bulletin specify counting 

the compliance time from the ‘‘release date 

of this service bulletin’’ or ‘‘after the date on 

this service bulletin,’’ this AD requires 

starting the compliance time from the 

effective date of this AD. Where Table 2 of 

paragraph 1.E. of the service bulletin 

specifies to determine the FAA-approved, 

follow-on inspection procedures, thresholds, 

and repeat intervals and to incorporate them 

into the airplane maintenance program 

within 12 months after accomplishing the 

inspection given in Section 53–80–08–2R of 

the Boeing 737–600/700/700C/800/900 

Structural Repair Manuals (SRMs), this AD 

requires that those corrective actions, if 

applicable, be done within 12 months after 

accomplishing the one-time general visual 

inspection of the aft pressure bulkhead for 

any previously installed web repair as 

required by paragraph (f) of this AD. 

Exceptions to Corrective Actions 

(h) If any crack or bulge is found during 

any inspection required by paragraph (f) of 

this AD and Boeing Alert Service Bulletin 

737–53A1253, dated May 18, 2007, specifies 

to contact Boeing for repair instructions, 

before further flight, repair according to a 

method approved by the Manager, Seattle 

Aircraft Certification Office (ACO), FAA, or 

according to data meeting the certification 

basis of the airplane approved by an 

Authorized Representative for the Boeing 

Delegation Option Authorization 

Organization who has been authorized by the 

Manager, Seattle ACO, to make those 

findings. For a repair method to be approved, 

the repair must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. If a previously 

installed aft pressure bulkhead web repair is 

found during any inspection required by 

paragraph (f) of this AD, and the FAAapproved supplemental inspection program 

cannot be determined from either the Boeing 

737–600/700/700C/800/900 SRMs or the 

service bulletin, and the service bulletin 

specifies to contact Boeing for further 

instructions, within 12 months after 

accomplishing the inspection contact the 

Manager, SACO, or an Authorized 

Representative for the Boeing Commercial 

Airplanes Delegation Option Authorization 

Organization to develop a supplemental 

inspection program. 

No Reporting Requirement 

(i) Although Boeing Alert Service Bulletin 

737–53A1253, dated May 18, 2007, specifies 

to submit certain information to the 

manufacturer, this AD does not require that 

action. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle ACO, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle 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. 

Material Incorporated by Reference 

(k) You must use Boeing Alert Service 

Bulletin 737–53A1253, dated May 18, 2007, 

to perform the actions that are required by 

this AD, unless the AD specifies otherwise. 

The Director of the Federal Register approved 

the incorporation by reference of this 

document in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. Contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207, for a copy 

of this service information. You may review 

copies at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Renton, Washington, on 

November 23, 2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–23458 Filed 12–7–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27257; Directorate 

Identifier 2006–NM–131–AD; Amendment 

39–15297; AD 2007–25–15] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 Series Airplanes and Model 

A300–600 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus Model A300 series airplanes; 

and all Airbus Model A300–600 series 

airplanes. This AD requires inspecting 

to determine the part number of the 

sliding rods of the main landing gear 

(MLG) retraction actuators. For MLG 

retraction actuators equipped with 

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69602 Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations 

sliding rods having certain part 

numbers, the AD also requires 

inspecting for discrepancies, including 

but not limited to cracking, of the 

sliding rod; and performing corrective 

actions if necessary. This AD also 

requires returning affected sliding rods 

to the manufacturer. This AD results 

from a report of a failure of a sliding rod 

of the MLG retraction actuator before 

the actuator reached the life limit 

established by the manufacturer. We are 

issuing this AD to prevent failure of the 

sliding rod of the MLG retraction 

actuator, which could result in reduced 

structural integrity of the MLG. 

DATES: This AD becomes effective 

January 14, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of January 14, 2008. 

ADDRESSES: For service information 

identified in this AD, contact Airbus, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Thomas Stafford, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 227–1622; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a supplemental 

notice of proposed rulemaking (NPRM) 

to amend 14 CFR part 39 to include an 

AD that would apply to all Airbus 

Model A300–600 series airplanes. That 

supplemental NPRM was published in 

the Federal Register on September 19, 

2007 (72 FR 53489). That supplemental 

NPRM proposed to require inspecting to 

determine the part number of the sliding 

rods of the main landing gear (MLG) 

retraction actuators. For MLG retraction 

actuators equipped with sliding rods 

having certain part numbers, the 

supplemental NPRM also proposed to 

require inspecting for discrepancies, 

including but not limited to cracking, of 

the sliding rod; and performing 

corrective actions if necessary. The 

supplemental NPRM also proposed to 

require returning affected sliding rods to 

the manufacturer. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. No comments 

have been received on the supplemental 

NPRM or on the determination of the 

cost to the public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed in the 

supplemental NPRM. 

Costs of Compliance 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD, at an average 

labor rate of $80 per work hour, per 

inspection cycle. 

ESTIMATED COSTS

Action Work 

hours Parts Cost per airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Inspection to determine part number ........................................................................ 1 None $80 168 $13,440 

Inspections for discrepancies ................................................................................... 11 None 880 168 147,840 

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 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 this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

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. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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. The Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

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Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations 69603 

2007–25–15 Airbus: Amendment 39–15297. 

Docket No. FAA–2007–27257; 

Directorate Identifier 2006–NM–131–AD. 

Effective Date 

(a) This AD becomes effective January 14, 

2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Airbus Model 

A300 series airplanes; and all Airbus Model 

A300–600 series airplanes; certificated in any 

category. 

Unsafe Condition 

(d) This AD results from a report of a 

failure of a sliding rod of the main landing 

gear (MLG) retraction actuator before the 

actuator reached the life limit established by 

the manufacturer. We are issuing this AD to 

prevent failure of the sliding rod of the MLG 

retraction actuator, which could result in 

reduced structural integrity of the MLG. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Service Bulletin Reference 

(f) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of the service bulletins identified 

in paragraphs (f)(1) and (f)(2) of this AD, as 

applicable. 

(1) For Model A300 series airplanes: 

Airbus Service Bulletin A300–32–0450, 

Revision 01, excluding Appendix 01, dated 

May 10, 2006. 

(2) For Model A300–600 series airplanes: 

Airbus Service Bulletin A300–32–6097, 

Revision 01, excluding Appendix 01, dated 

May 10, 2006. 

Note 1: The Airbus service bulletins refer 

to Messier-Dowty Special Inspection Service 

Bulletin 470–32–806, dated October 27, 2005, 

as an additional source of service information 

for performing detailed and high-frequency 

eddy current (HFEC) inspections to detect 

discrepancies of the sliding rod. 

Inspection To Determine Part Number (P/N) 

of Sliding Rod 

(g) At the applicable time specified in 

paragraph (g)(1) or (g)(2) of this AD, do a onetime inspection to determine the part number 

of the sliding rod of the MLG retraction 

actuator, in accordance with the applicable 

service bulletin. If no sliding rod having P/ 

N C69029–2 or C69029–3 is installed, no 

further action is required by this paragraph. 

A review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

part number of the sliding rod of the MLG 

retraction actuator can be conclusively 

determined from that review. 

(1) For airplanes that have accumulated 

less than 27,000 total flight cycles on the 

MLG retraction actuator as of the effective 

date of this AD: After accumulating total 

27,000 flight cycles on the MLG retraction 

actuator, do the inspection within the next 

1,000 flight cycles or 12 months, whichever 

occurs first. 

(2) For airplanes that have accumulated 

27,000 or more total flight cycles on the MLG 

retraction actuator as of the effective date of 

this AD: Do the inspection within 1,000 flight 

cycles or 12 months, whichever occurs first, 

after the effective date of this AD. 

Inspection for Discrepancies of Sliding Rod 

and Corrective Actions 

(h) For MLG retraction actuators equipped 

with sliding rods having P/N C69029–2 or 

C69029–3: At the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD, perform 

detailed and HFEC inspections of the sliding 

rod of the MLG retraction actuators on the 

left-hand and right-hand MLGs, in 

accordance with the applicable service 

bulletin. Then, before further flight, perform 

all applicable corrective actions, in 

accordance with the applicable service 

bulletin. 

(1) For airplanes that have accumulated 

less than 27,000 total flight cycles on the 

MLG retraction actuator as of the effective 

date of this AD: After accumulating 27,000 

total flight cycles on the MLG retraction 

actuator, do the inspections within the next 

1,000 flight cycles or 12 months, whichever 

occurs first. 

(2) For airplanes that have accumulated 

27,000 or more total flight cycles on the MLG 

retraction actuator as of the effective date of 

this AD: Do the inspections within 1,000 

flight cycles or 12 months, whichever occurs 

first, after the effective date of this AD. 

Note 2: 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 mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

Note 3: Operators should note that the 

MLG retraction actuator rod must be replaced 

with a new or serviceable actuator rod before 

the 32,000-flight-cycle life limit specified in 

the applicable airworthiness limitations 

document, regardless of the inspection 

findings. 

Return of MLG Retraction Actuator Sliding 

Rod 

(i) For airplanes having any retraction 

actuator sliding rods specified in paragraphs 

(i)(1) and (i)(2) of this AD: After the effective 

date of this AD, for the first replacement of 

the retraction actuator sliding rod, return the 

retraction actuator sliding rod to MessierDowty, SA Product Support Engineering, 

BP10—78142 Velizy Cedex, France, within 

30 days after the retraction actuator sliding 

rod is removed from the airplane. 

(1) Any retraction actuator sliding rod that 

is found to have cracking during the actions 

specified in paragraph (h) of this AD. 

(2) Any retraction actuator sliding rod, P/ 

N C69029–2 or C69029–3, removed that has 

accumulated between 27,000 total flight 

cycles and 32,000 total flight cycles. 

Parts Installation for MLG Retraction 

Actuator Rod 

(j) As of the effective date of this AD, no 

person may install, on any airplane, an MLG 

retraction actuator that is equipped with a 

sliding rod having P/N C69029–2 or C69029–

3, and on which the retraction actuator rod 

has accumulated 27,000 total flight cycles or 

more, unless paragraph (h) of this AD is 

accomplished. 

(k) As of the effective date of this AD, any 

MLG retraction actuator that is equipped 

with a sliding rod having P/N C69029–2 or 

C69029–3, and on which the retraction 

actuator rod has accumulated less than 

27,000 total flight cycles, may be installed, 

on any airplane, provided that the 

inspections specified in paragraph (h) of this 

AD are accomplished at the time specified in 

paragraph (h)(1) of this AD. 

Actions Accomplished According to a 

Previous Issue of the Service Bulletins 

(l) Inspections and corrective actions done 

before the effective date of this AD in 

accordance with the following service 

bulletins are acceptable for compliance with 

the corresponding requirements of this AD: 

(1) For Model A300 series airplanes: 

Airbus Service Bulletin A300–32–0450, 

excluding Appendix 01, dated December 1, 

2005. 

(2) For Model A300–600 series airplanes: 

Airbus Service Bulletin A300–32–6097, 

excluding Appendix 01, dated December 1, 

2005. 

Alternative Methods of Compliance 

(AMOCs) 

(m)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Related Information 

(n) European Aviation Safety Agency 

airworthiness directive 2006–0075R2, dated 

January 4, 2007, also addresses the subject of 

this AD. 

Material Incorporated by Reference 

(o) You must use Airbus Service Bulletin 

A300–32–0450, Revision 01, excluding 

Appendix 01, dated May 10, 2006; or Airbus 

Service Bulletin A300–32–6097, Revision 01, 

excluding Appendix 01, dated May 10, 2006; 

as applicable, to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of these documents in accordance 

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

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, for a 

copy of this service information. You may 

review copies at the FAA, Transport Airplane 

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69604 Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; 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/federalregister/cfr/ibr-locations.html. 

Issued in Renton, Washington, on 

November 29, 2007. 

Stephen P. Boyd, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E7–23673 Filed 12–7–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28448; Directorate 

Identifier 2006–SW–24–AD; Amendment 39–

15290; AD 2007–25–08] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Model SA–365 N1, AS–365 N2, 

AS–365 N3, SA–366G1, EC 155B, and 

EC155B1 Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for the specified Eurocopter France 

(ECF) model helicopters. That AD 

currently requires a onetime inspection 

for end play in the pitch control rod 

assembly double bearing (bearing) using 

the tail rotor (T/R) hub control plate, 

and before further flight, replacing the 

bearing if end play is present. This 

amendment requires checking the T/R 

gearbox (TGB) oil level before the first 

flight of the day and maintaining the oil 

at the maximum level for certain 

helicopters. Also, this action requires, 

during each required inspection or at 

certain specified intervals, ensuring the 

oil is at the maximum level for certain 

other model helicopters. This action 

also requires inspecting the magnetic 

plug for chips at specified intervals. 

Depending on the quantity of chips 

found, this action requires either 

replacing the TGB before further flight 

or further inspecting for axial play in 

the T/R hub pitch change control spider 

(spider). If axial play is found in the 

spider, before further flight, this AD 

requires replacing the bearing. This 

amendment is prompted by the finding 

that metal chips were not detected on 

the magnetic plug due to insufficient oil 

flow because the oil in the TGB was 

being maintained at the minimum level. 

The actions specified by this AD are 

intended to detect metal chips on the 

magnetic plug, to prevent damage to the 

bearing resulting in end play, loss of 

T/R pitch control, and subsequent loss 

of control of the helicopter. 

DATES: Effective January 14, 2008. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of January 14, 

2008. 

ADDRESSES: You may get the service 

information identified in this AD from 

American Eurocopter Corporation, 2701 

Forum Drive, Grand Prairie, Texas 

75053–4005, telephone (972) 641–3460, 

fax (972) 641–3527. 

Examining the Docket: You may 

examine the docket that contains this 

AD, any comments, and other 

information on the Internet at http:// 

www.regulations.gov, or at the Docket 

Operations office, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC. 

FOR FURTHER INFORMATION CONTACT: 

Uday Garadi, Aviation Safety Engineer, 

FAA, Rotorcraft Directorate, Regulations 

and Guidance Group, Fort Worth, Texas 

76193–0110, telephone (817) 222–5123, 

fax (817) 222–5961. 

SUPPLEMENTARY INFORMATION: A 

proposal to amend 14 CFR part 39 by 

superseding AD 2006–09–10, 

Amendment 39–14581 (71 FR 25930), 

for the specified ECF model helicopters 

was published in the Federal Register 

on June 13, 2007 (72 FR 32565). The 

action proposed to require checking the 

T/R gearbox (TGB) oil level before the 

first flight of the day and maintaining 

the oil at the maximum level for certain 

helicopters. Also, the action proposed 

during each required inspection or at 

certain specified intervals, ensuring the 

oil is at the maximum level for certain 

other model helicopters. Also, proposed 

was inspecting the magnetic plug for 

chips at specified intervals. Depending 

on the quantity of chips found, either 

replacing the TGB before further flight 

or further inspecting for axial play in 

the T/R hub pitch change control spider 

(spider) was proposed. If axial play is 

found in the spider, before further flight, 

the action proposed replacing the 

bearing. 

The European Aviation Safety Agency 

(EASA) notified the FAA that an unsafe 

condition may exist on the specified 

ECF helicopters. EASA advises of a loss 

of tail rotor pitch control on a helicopter 

during a landing phase due to 

significant damage to the bearing of the 

control rod in the tail gear box. EASA 

advises that the loss of tail rotor pitch 

control can lead to the loss of yaw 

control of the helicopter. 

Since issuing AD 2006–09–10, ECF 

has issued Alert Service Bulletin (ASB) 

05.00.54, dated August 25, 2006, for 

Model SA–365 N1, AS–365 N2, AS 365 

N3, to replace ASB 05.00.52, dated 

February 15, 2006. ECF has also issued 

ASB 05.37 for Model SA 366G1, dated 

August 25, 2006, to replace ASB 05.36, 

dated February 15, 2006. Also, ECF has 

issued ASB 05A015 for Model EC155B 

and EC155B1, dated August 25, 2006, to 

replace ASB 05A013, dated February 15, 

2005. ASBs 05.00.52, 05.36, and 05A013 

introduced a periodic check for absence 

of end play in the bearing. These ASBs 

were revised following the loss of yaw 

control on an AS365 MB helicopter due 

to progressive deterioration of the 

bearing. The metal chips resulting from 

this deterioration remained trapped in 

the area around the bearing and were 

not detected by the magnetic plug of the 

TGB. Further investigation and analyses 

revealed that the nondetection of the 

chips resulting from this deterioration 

was due to insufficient oil flow. This 

occurs when the oil level in the TGB is 

continuously maintained at the ‘‘min’’

level. Therefore, the ASBs specify 

keeping the TGB oil level at maximum 

level to ensure that any chips resulting 

from possible deterioration of the 

bearing are detected by the magnetic 

plug. Also, the ASBs specify checking 

for absence of play in the bearing should 

chips be detected at the magnetic plug 

of the TGB. 

EASA classified these ASBs as 

mandatory and issued Emergency AD 

(EAD) No. 2006–0258 R1–E on August 

29, 2006. This EAD replaced EAD No. 

2006–0051–E, dated February 20, 2006, 

to ensure the continued airworthiness of 

these helicopters in France. 

These helicopter models are 

manufactured in France and are type 

certificated for operation in the United 

States under the provisions of 14 CFR 

21.29 and the applicable bilateral 

agreement. Under this agreement, EASA 

has kept the FAA informed of the 

situation described above. We have 

examined EASA’s findings, evaluated 

all pertinent information, and 

determined that AD action is necessary 

for products of this type design that are 

certificated for operation in the United 

States. 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. No 

comments were received on the 

proposal or the FAA’s determination of 

the cost to the public. The FAA has 

determined that air safety and the 

public interest require adopting the rule 

mstockstill on PROD1PC66 with RULES