53550 Federal Register / Vol. 71, No. 176 / Tuesday, September 12, 2006 / Rules and Regulations 

Authority: 12 U.S.C. 1813(l), 1813(m), 

1817(i), 1818(q), 1819 (Tenth), 1820(f), 

1821(a), 1822(c). 

■ 2. In section 330.14, revise paragraph 

(a); redesignate (b)(2)(A), (b)(2)(B), 

(b)(2)(C) as (b)(2)(i), (b)(2)(ii) and 

(b)(2)(iii), respectively; and revise newly 

designated (b)(2)(ii) to read as follows: 

§ 330.14 Retirement and other employee 

benefit plan accounts. 

(a) ‘‘Pass-through’’ insurance. Any 

deposits of an employee benefit plan in 

an insured depository institution shall 

be insured on a ‘‘pass-through’’ basis, in 

the amount of up to the SMDIA for the 

non-contingent interest of each plan 

participant, provided the rules in 

§ 330.5 are satisfied. Deposits eligible 

for coverage under paragraph (b)(2) of 

this section that also are deposits of a 

employee benefit plan or deposits of an 

deferred compensation plan described 

in section 457 of the Internal Revenue 

Code of 1986 (26 U.S.C. 457) in an 

insured depository institution shall be 

insured on a ‘‘pass-through’’ basis in the 

amount of $250,000 for the noncontingent interest of each plan 

participant, provided the rules in 

§ 330.5 are satisfied. 

(b) * * * 

(2) * * * 

(ii) Any eligible deferred 

compensation plan described in section 

457 of the Internal Revenue Code of 

1986 (26 U.S.C. 457); and 

* * * * * 

By order of the Board of Directors. 

Dated at Washington DC, this 5th day of 

September 2006. 

Federal Deposit Insurance Corporation. 

Robert E. Feldman, 

Executive Secretary. 

[FR Doc. E6–15065 Filed 9–11–06; 8:45 am] 

BILLING CODE 6714–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25773; Directorate 

Identifier 2006–SW–16–AD; Amendment 39–

14758; AD 2006–19–01] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

Model AS350B, B1, B2, B3, BA, D, and 

AS355E Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for the 

specified Eurocopter helicopters. This 

action requires, within 10 hours time-inservice (TIS), inspecting the tapered 

housing of each main servo-control 

(MSC) for a crack. If no crack is found, 

this AD requires, before further flight, 

retorquing the upper ball-end 

attachment nut of the MSC. If a crack is 

found, this AD requires, before further 

flight, replacing the MSC with an 

airworthy MSC. This amendment is 

prompted by the discovery of cracks in 

the tapered housings of MSCs. The 

actions specified in this AD are 

intended to detect a crack in the MSC 

tapered housing and to prevent loss of 

the attachment of the MSC to the upper 

attachment yoke, loss of the main rotor 

control, and subsequent loss of control 

of the helicopter. 

DATES: Effective September 27, 2006. 

Comments for inclusion in the Rules 

Docket must be received on or before 

November 13, 2006. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically; 

• Government-wide rulemaking Web 

site: Go to http://www.regulations. gov 

and follow the instructions for sending 

your comments electronically; 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590; 

• Fax: (202) 493–2251; or 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, 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, Texas 75053–4005, 

telephone (972) 641–3460, fax (972) 

641–3527. 

Examining the Docket 

You may examine the docket that 

contains the AD, any comments, and 

other information on the Internet at 

http://dms.dot.gov, or in person at the 

Docket Management System (DMS) 

Docket Offices between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket Office 

(telephone (800) 647–5227) is located on 

the plaza level of the Department of 

Transportation Nassif Building at the 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the DMS 

receives them. 

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: This 

amendment adopts a new AD for the 

specified Eurocopter helicopters. This 

AD applies to MSCs not modified per 

MOD 073343 and on which the 

tightening torque of the attachment nut 

that secures the upper ball end has been 

increased by following MOD 073191 or 

complying with MET Work Card 

67.30.00.402 since MET Revision 04–06 

for Model AS350 helicopters and 

Revision 04.08 for Model AS355 

helicopters. This action requires, within 

10 hours TIS, inspecting the tapered 

housing of the MSC for a crack. If no 

crack is found, this AD requires before 

further flight, adjusting the torque of the 

upper ball-end attachment nut of the 

MSC to between 177–199 in-lbs (2–2.25 

decanewton meters (daN·m)). If a crack 

is found, before further flight, this AD 

also requires replacing the MSC with an 

airworthy MSC. This amendment is 

prompted by the discovery of cracks in 

the tapered housings of MSCs. The 

condition, if not detected, could result 

in the loss of the attachment of the MSC 

to the upper attachment yoke, loss of 

main rotor control, and subsequent loss 

of control of the helicopter. 

The European Aviation Safety Agency 

(EASA) notified us that an unsafe 

condition may exist on Eurocopter 

Model AS 350 and AS 355 helicopters. 

EASA advises of the discovery of cracks 

in the tapered housings of MSCs during 

scheduled inspections. EASA also 

advises that a very long crack in the 

tapered housing of an MSC can lead to 

loss of the attachment of the MSC 

concerned (sic) to the nonrotating 

swashplate and consequently loss of the 

helicopter. 

Eurocopter has issued Alert Service 

Bulletin (ASB) Nos. 05.00.51 for Model 

AS350B, BA, BB, B1, B2, B3, and D 

helicopters, and 05.00.48 for Model 

AS355E helicopters, both dated 

February 27, 2006. The ASBs specify 

inspecting for a crack in the tapered 

housing of the MSC. The ASBs apply to 

all part numbers not modified per MOD 

073343 and on which the tightening 

torque of the attachment nut that 

secures the upper ball end has been 

increased by following MOD 073191 or 

complying with MET Work Card 

67.30.00.402 since MET Revision 04–06 

for Model AS350 helicopters and 

Revision 04.08 for Model AS355 


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Federal Register / Vol. 71, No. 176 / Tuesday, September 12, 2006 / Rules and Regulations 53551 

helicopters. The ASBs also specify 

replacing an MSC if you find a vertical 

crack 20 millimeters or more in length. 

The EASA has classified this ASB as 

mandatory and issued Emergency AD 

No. 2006–0055–E, dated March 1, 2006, 

to ensure the continued airworthiness of 

these helicopters in France. Although 

EASA’s AD allows flight with certain 

cracks, this AD requires that you replace 

any cracked MSC with an airworthy 

MSC. This AD does not allow flight 

with any cracks on the MSC tapered 

housing. 

These helicopter models are 

manufactured in France and are type 

certificated for operation in the United 

States under the provisions of Section 

21.29 of the Federal Aviation 

Regulations (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 these 

type designs that are certificated for 

operation in the United States. 

This unsafe condition is likely to exist 

or develop on other helicopters of these 

same type designs. Therefore, we are 

issuing this AD to detect a crack in the 

tapered housing of an MSC and to 

prevent loss of the attachment of the 

MSC to the nonrotating swash plate 

(upper attachment yoke), loss of main 

rotor control, and subsequent loss of 

control of the helicopter. This AD 

requires the following actions: 

• Within 10 hours TIS: 

Æ Disconnect the MSC from the servocontrol distributor and the upper 

attachment yoke. 

Æ Cut the safety wire and remove it 

from the upper ball end of the 

attachment nut. 

Æ Loosen the nut to allow lifting of 

the positioning lock washer so the edge 

below the washer at the top of the 

tapered housing is visible around the 

entire periphery. 

Æ Visually inspect each MSC tapered 

housing for a crack using a 10-power or 

higher magnifying glass pay particular 

attention to certain areas. 

Æ Do not modify the length of the 

visible section of the upper ball end of 

the MSC. 

• If you do not find a crack, before 

further flight: 

Æ Adjust the tightening torque on the 

attachment nut on the upper ball end of 

the MSC to between 177–199 in-lbs (2–

2.25 decanewton meters (daN·m)). 

Æ Reattach the MSC to the servo 

control distributor and the upper 

attachment yoke. 

• If you find any crack (oblique, 

horizontal, or vertical), before further 

flight, replace the MSC with an 

airworthy MSC and adjust the 

tightening torque of the attachment nut 

to between 177–199 in-lbs (2–2.25 

decanewton meters (daN·m)). 

One-time adjusting the tightening 

torque on the upper ball-end attachment 

nut of a non-cracked MSC or replacing 

a cracked MSC with an airworthy MSC 

with proper tightening torque applied to 

the upper ball-end attachment nut is 

terminating action for the requirements 

of this AD. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the controllability or 

structural integrity of parts installed on 

the helicopter. Inspecting the MSC 

tapered housing for a crack is required 

within 10 hours TIS. If no crack is 

found, the AD requires adjusting the 

tightening torque on the attachment nut 

on the upper ball end of the MSC before 

further flight. If a crack is found, the AD 

requires replacing the MSC with an 

airworthy MSC before further flight, and 

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. 

We estimate that this AD will affect 

616 helicopters. We estimate that it will 

take about 1 hour per helicopter to 

inspect for a crack and about 4 work 

hours to replace an MSC at an average 

labor rate of $80 per work hour. 

Required parts will cost about $9,000 

per MSC. Based on these figures, we 

estimate the total cost impact of the AD 

on U.S. operators to be $5,790,400, 

assuming 1 MSC is replaced on each 

helicopter. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

written data, views, or arguments 

regarding this AD. Send your comments 

to an address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2006–25773; 

Directorate Identifier 2006–SW–16–AD’’

at the beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the AD. We will consider all comments 

received by the closing date and may 

amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.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 our 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), or you may visit 

http://dms.dot.gov. 

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 DMS 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. 


jlentini on PROD1PC65 with RULES
53552 Federal Register / Vol. 71, No. 176 / Tuesday, September 12, 2006 / Rules and Regulations 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

Adoption of the Amendment 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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: 

2006–19–01 Eurocopter: Amendment 39–

14758. Docket No. FAA–2006–25773; 

Directorate Identifier 2006–SW–16–AD. 

Applicability 

Model AS350B, B1, B2, B3, BA, D, and 

AS355E helicopters, with a main servo 

control (MSC), all part numbers, installed, on 

which the tightening torque of the 

attachment nut that secures the upper ball 

end has been increased by following MOD 

073191 or MET Work Card 67.30.00.402 

since Revision 04–06 for the AS350 models 

and since Revision 04–08 for the AS355 

models, but not modified per MOD 073343, 

certificated in any category. 

Compliance 

Required as indicated, unless 

accomplished previously. 

To detect a crack in the MSC tapered 

housing and to prevent loss of the attachment 

of the MSC to the upper attachment yoke, 

loss of main rotor control, and subsequent 

loss of control of the helicopter, do the 

following: 

(a) Within 10 hours time-in-service (TIS): 

(1) Disconnect each MSC from the servocontrol distributor and the upper attachment 

yoke. 

(2) Cut the safety wire and remove it from 

the upper ball end of the attachment nut. 

(3) Loosen attachment nut ‘‘a’’ shown in 

Figure 1 of this AD and lift the positioning 

lock washer under the attachment nut so the 

edge below the lock washer at the top of the 

tapered housing is visible around the entire 

periphery. 

(4) Visually inspect each MSC tapered 

housing for a crack using a 10-power or 

higher magnifying glass paying particular 

attention to area ‘‘L’’ and to the edge of the 

tapered housing located under the lock 

washer under attachment nut ‘‘a’’ as depicted 

in Figure 1 of this AD. 

(5) Do not modify the length of the visible 

section of the upper ball end of the MSC. 

Note 1: MET Work Card 67.30.00.402, 

paragraph 5.2, provides information 

concerning the positioning of the upper ball 

end of the MSC. 

(b) If you do not find a crack, before further 

flight: 

(1) Adjust the tightening torque on the 

attachment nut that secures the upper ball 

end of the MSC to between 177–199 in-lbs 

(2–2.25 decanewton meters (daN·m)). 

(2) Install safety wire and apply sealant to 

the upper ball end by running a sealant bead 

on the attachment per the applicable 

maintenance work card(s). 

(3) Reattach the MSC to the servo control 

distributor and the upper attachment yoke. 

(c) If you find any crack (oblique, 

horizontal, or vertical), before further flight, 

replace the MSC with an airworthy MSC and 

adjust the tightening torque of the attachment 

nut to between 177–199 in-lb (2–2.25 

daN·m)). 

Note 2: Eurocopter ASBs 05.00.51 and 

05.00.48 dated February 27, 2006, pertain to 

the subject of this AD. 


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Federal Register / Vol. 71, No. 176 / Tuesday, September 12, 2006 / Rules and Regulations 53553 

Note 3: This AD differs from the European 

ASBs and the EASA AD in that we do not 

permit flight with known cracks in the MSC 

tapered housing. 

(d) Adjusting the tightening torque on the 

upper ball-end attachment nut of a noncracked MSC or replacing a cracked MSC 

with an airworthy MSC with 177–199 in-lb 

(2–2.25 daN·m) tightening torque applied to 

the upper ball-end attachment nut 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, Rotorcraft Directorate, 

FAA, ATTN: Uday Garadi, Aviation Safety 

Engineer, Regulations and Guidance Group, 

Fort Worth, Texas 76193–0110, telephone 

(817) 222–5123, fax (817) 222–5961, for 

information about previously approved 

alternative methods of compliance. 

(f) Special flight permits will not be issued. 

(g) This amendment becomes effective on 

September 27, 2006. 

Note 4: The subject of this AD is addressed 

in European Aviation Safety Agency 

Emergency AD No. 2006–0055–E, dated 

March 1, 2006. 

Issued in Fort Worth, Texas, on September 

1, 2006. 

David A. Downey, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 06–7560 Filed 9–11–06; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–24639; Directorate 

Identifier 2005–NM–171–AD; Amendment 

39–14761; AD 2006–19–04] 

RIN 2120–AA64 

Airworthiness Directives; Honeywell 

RCZ–833J/K, –851J/K, and –854J 

Communication (COM) Units, 

Equipped with XS–852E/F Mode S 

Transponders; and Honeywell XS–

856A/B and –857A Mode S 

Transponders; Installed on But Not 

Limited to Certain Transport Category 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Honeywell COM units and 

transponders, installed on but not 

limited to certain transport category 

airplanes. This AD requires a revision to 

the Normal Procedures section of the 

airplane flight manual to advise the 

flightcrew to check the status of the 

transponder after changing the air traffic 

control (ATC) code. This AD also 

requires replacing certain identification 

plate(s) with new plate(s), testing 

certain COM units or transponders as 

applicable, and corrective action if 

necessary. For certain airplanes, this AD 

requires replacing the transponders of 

certain COM units with new or 

modified transponders. For certain other 

airplanes, this AD requires installing a 

modification into certain transponders. 

This AD results from the transponder 

erroneously going into standby mode if 

the flightcrew takes longer than five 

seconds when using the rotary knob of 

the radio management unit to change 

the ATC code. We are issuing this AD 

to prevent the transponder of the COM 

unit from going into standby mode, 

which could increase the workload on 

the flightcrew and result in improper 

functioning of the traffic alert and 

collision avoidance system. 

DATES: This AD becomes effective 

October 17, 2006. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of October 17, 2006. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., Nassif Building, Room PL–401, 

Washington, DC. 

Go to https:// 

pubs.cas.honeywell.com/ or contact 

Honeywell International, Inc., 

Commercial Electronic Systems, 21111 

North 19th Avenue, Phoenix, Arizona 

85027–2708, for service information 

identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Abby Malmir, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130L, FAA, Los Angeles Aircraft 

Certification Office, 3960 Paramount 

Boulevard, Lakewood, California 

90712–4137; telephone (562) 627–5351; 

fax (562) 627–5210. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Management Facility office 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Management Facility office 

(telephone (800) 647–5227) is located on 

the plaza level of the Nassif Building at 

the street address stated in the 

ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to certain Honeywell RCZ–833J/ 

K, –851J/K, and –854J communication 

(COM) units, equipped with XS–852E/F 

mode S transponders; and Honeywell 

XS–856A/B and –857A mode S 

transponders; installed on but not 

limited to certain transport category 

airplanes. That NPRM was published in 

the Federal Register on May 3, 2006 (71 

FR 25984). That NPRM proposed to 

require a revision to the Normal 

Procedures section of the airplane flight 

manual (AFM) to advise the flightcrew 

to check the status of the transponder 

after changing the air traffic control 

(ATC) code. That NPRM also proposed 

to require replacing certain 

identification plate(s) with new plate(s), 

testing certain COM units or 

transponders as applicable, and 

corrective action if necessary. For 

certain airplanes, that NPRM proposed 

to require replacing the transponders of 

certain COM units with new or 

modified transponders. For certain other 

airplanes, that NPRM proposed to 

require installing a modification into 

certain transponders. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Support for NPRM 

The Air Line Pilots Association 

supports the NPRM. 

Request To Revise Applicability 

Dassault Falcon Jet (DFJ) requests that 

we delete Dassault Model MystereFalcon 900 airplanes and Model Falcon 

2000 airplanes from the applicability of 

the NPRM. DFJ states that none of the 

discrepant communication units or 

transponders are installed on these 

model airplanes. According to DFJ, the 

discrepant parts are installed only on 

Model Falcon 900EX airplanes, serial 

number (S/N) 97 and S/Ns 120 and 

subsequent; and Model Falcon 2000EX 

airplanes, S/N 6 and S/Ns 28 and 

subsequent. 

We agree and have revised paragraph 

(c) of this AD accordingly. 

Request To Revise Compliance Time 

Empresa Brasileira de Aeronautica 

S.A. (EMBRAER) requests that we 

extend the compliance time for the AFM 

revision from 5 to 30 days. EMBRAER 

asserts that the loss of the transponder 

does not pose so great of a hazard to 

justify such an urgent compliance time. 


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