3346 Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Proposed Rules 

vanning takeoffs/departures as a method to 

turn aircraft: Prohibited. 

(f) Credit for Actions Previously Completed 

Incorporating the changes contained in 

Kaman K–1200 RFM, Revision 5, dated April 

14, 2015, before the effective date of this AD 

is considered acceptable for compliance with 

the corresponding actions specified in 

paragraph (e) of this AD. 

(g) Alternative Methods of Compliance 

(AMOC) 

(1) The Manager, Boston Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Kirk Gustafson, Aviation Safety Engineer, 

Boston Aircraft Certification Office, Engine & 

Propeller Directorate, FAA, 12 New England 

Executive Park, Burlington, Massachusetts 

01803; telephone (781) 238–7190; email 

kirk.gustafson@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6710, Main Rotor Control. 

Issued in Fort Worth, Texas, on January 12, 

2016. 

Lance T. Gant, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2016–00947 Filed 1–20–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–0459; Directorate 

Identifier 2015–NM–081–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2015–10– 

03, for certain Airbus Model A330–200 

and –300 series airplanes, and Model 

A340–200 and –300 series airplanes. AD 

2015–10–03 currently requires a 

detailed inspection for visible chrome of 

each affected main landing gear (MLG) 

sidestay upper cardan pin, associated 

nuts, and retainer assembly; pin 

replacement if needed; measurement of 

cardan pin clearance dimensions (gap 

check); corrective actions if necessary; 

and a report of all findings. Since we 

issued AD 2015–10–03, further 

investigation concluded that the 

reported MLG sidestay upper cardan pin 

migration event had been caused by 

corrosion due to lack of jointing 

compound and inadequate sealant 

application during the MLG installation. 

This proposed AD would require a 

detailed inspection of the upper cardan 

pin and nut threads for any corrosion, 

pitting, or thread damage, and if 

necessary, replacement of the cardan 

pin and nut threads. This proposed AD 

would also revise the applicability to 

include additional airplane models. We 

are proposing this AD to detect and 

correct migration of the sidestay upper 

cardan pin, which could result in 

disconnection of the sidestay upper arm 

from the airplane structure, and could 

result in a landing gear collapse and 

consequent damage to the airplane and 

injury to occupants. 

DATES: We must receive comments on 

this proposed AD by March 7, 2016. 

ADDRESSES: You may send comments by 

any of the following methods: 

• 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– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS— 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

airworthiness.A330–A340@airbus.com; 

Internet http://www.airbus.com. You 

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

0459; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1138; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2016–0459; Directorate Identifier 

2015–NM–081–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On April 30, 2015, we issued AD 

2015–10–03, Amendment 39–18158 (80 

FR 30608, May 29, 2015). AD 2015–10– 

03 requires actions intended to address 

an unsafe condition on certain Airbus 

Model A330–200 and –300 series 

airplanes, and Model A340–200 and 

–300 series airplanes. 

Since we issued AD 2015–10–03, 

Amendment 39–18158 (80 FR 30608, 

May 29, 2015), further investigation 

concluded that the reported MLG 

sidestay upper cardan pin migration 

event had been caused by corrosion due 

to lack of jointing compound and 

inadequate sealant application during 

the MLG installation. Therefore, this 

issue affects any MLG that had an upper 

cardan pin replacement or 

reinstallation, regardless of MLG 

overhaul. Any corrosion on the upper 

cardan pin and nut threads would not 

have been detected during the currently 

required detailed inspection. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 


jstallworth on DSK7TPTVN1PROD with PROPOSALS
Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Proposed Rules 3347 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2015–0079, dated May 7, 2015 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for certain Airbus Model 

A330–200 and –300 series airplanes, 

Model A340–200 and –300 series 

airplanes, and Model A340–541 and 

–642 airplanes. The MCAI states: 

An A330 aeroplane equipped with Basic 

MLG was rolling out after landing when it 

experienced a nose wheel steering fault 

(unrelated to the safety subject addressed by 

this AD), which resulted in the crew stopping 

the aeroplane on the taxiway after vacating 

the runway. The subsequent investigation 

revealed that the right-hand MLG sidestay 

upper cardan pin had migrated out of 

position. The sidestay upper cardan nut and 

retainer had detached from the upper cardan 

pin and were found, still bolted together, in 

the landing gear bay. 

Prompted by these findings, Airbus 

published Alert Operators Transmission 

(AOT) A32L003–14, providing inspection 

instructions and, as an interim solution, 

EASA issued AD 2014–0066 [which 

corresponds to FAA AD 2015–10–03, 

Amendment 39–18158 (80 FR 30608, May 29, 

2015)] to require repetitive detailed 

inspections (DET) of the MLG upper cardan 

pin, nut and retainer. That AD also required 

accomplishment of a one-time gap check 

between wing rear spar fitting lugs and the 

bush flanges and, depending on findings, 

corrective action(s). The gap check (including 

corrections, as necessary) terminated the 

repetitive DET. 

Since that [EASA] AD was issued, further 

investigation concluded that the reported 

MLG sidestay upper cardan pin migration 

event had been caused by corrosion, due to 

lack of jointing compound and inadequate 

sealant application during MLG installation. 

Therefore, this issue affects any MLG that 

had an upper cardan pin replacement or reinstallation, irrespective of MLG overhaul. 

Any corrosion on the upper cardan pin and 

nut threads would not have been detected 

during the previously required DET. 

This condition, if not detected and 

corrected, could lead to a complete migration 

of the sidestay upper cardan pin and a 

disconnection of the sidestay upper arm from 

the aeroplane structure, possibly resulting in 

MLG collapse with consequent damage to the 

aeroplane and injury to occupants. 

To address this potential unsafe condition, 

Airbus published Service Bulletin (SB) 

A330–32–3269, SB A340–32–4301 and SB 

A340–32–5115 providing inspection 

instructions. In addition, to prevent any 

improper re-installation of an upper cardan 

pin on a MLG, Airbus amended the 

applicable Aircraft Maintenance Manual 

(AMM) on 01 October 2014. 

For the reasons described above, this 

[EASA] AD supersedes EASA [AD] 2014– 

0066 and requires a one-time DET of the 

MLG upper cardan pin and nut threads to 

check for corrosion or damage on the upper 

cardan pin and nut threads, and, depending 

on findings, replacement of the damaged 

part(s). 

As this unsafe condition could also 

develop on A330 freighters and A340–500/– 

600 aeroplanes, this [EASA] AD also applies 

to those aeroplanes. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

0459. 

Related Service Information Under 1 

CFR Part 51 

Airbus has issued the following 

service information: 

• Airbus Service Bulletin A330–32– 

3269, dated February 17, 2015. 

• Airbus Service Bulletin A340–32– 

4301, dated February 17, 2015. 

• Airbus Service Bulletin A340–32– 

5115, dated February 17, 2015. 

The service information describes 

procedures for a detailed inspection of 

the upper cardan pin and nut threads 

for any corrosion, pitting, or thread 

damage, and replacement of the cardan 

pin and nut threads. This service 

information is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

FAA’s Determination and Requirements 

of this Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of these same 

type designs. 

Costs of Compliance 

We estimate that this proposed AD 

affects 95 airplanes of U.S. registry. 

We also estimate that it would take 

about 11 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of 

this proposed AD on U.S. operators to 

be $88,825, or $935 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 12 work-hours and require parts 

costing $78,136, for a cost of $79,156 

per product. We have no way of 

determining the number of aircraft that 

might need this action. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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


jstallworth on DSK7TPTVN1PROD with PROPOSALS
3348 Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Proposed Rules 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2015–10–03, Amendment 39–18158 (80 

FR 30608, May 29, 2015), and adding 

the following new AD: 

Airbus: Docket No. FAA–2016–0459; 

Directorate Identifier 2015–NM–081–AD. 

(a) Comments Due Date 

We must receive comments by March 7, 

2016. 

(b) Affected ADs 

This AD replaces 2015–10–03, Amendment 

39–18158 (80 FR 30608, May 29, 2015). 

(c) Applicability 

This AD applies to the airplanes, 

certificated in any category, identified in 

paragraphs (c)(1), (c)(2), and (c)(3) of this AD, 

except airplanes on which an upper cardan 

pin on a main landing gear (MLG) has never 

been replaced or reinstalled since first entry 

into service of the airplane. 

(1) Airbus Model A330–201, –202, –203, 

–223, –223F, –243, –243F, –301, –302, –303, 

–321, –322, –323, –341, –342, and –343 

airplanes, all manufacturer serial numbers . 

(2) Airbus Model A340–211, –212, –213, 

–311, –312, and –313 airplanes, all 

manufacturer serial numbers. 

(3) Airbus Model A340–541 and –642 

airplanes, all manufacturer serial numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Reason 

This AD was prompted by a report that an 

MLG sidestay upper cardan pin migration 

event had been caused by corrosion due to 

lack of jointing compound and inadequate 

sealant application during the MLG 

installation. We are issuing this AD to detect 

and correct migration of the sidestay upper 

cardan pin, which could result in 

disconnection of the sidestay upper arm from 

the airplane structure, and could result in a 

landing gear collapse and consequent damage 

to the airplane and injury to occupants. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Definition 

For the purpose of this AD, an upper 

cardan pin on a MLG is affected if it has been 

installed as a replacement part, or reinstalled 

since first entry of the airplane into service, 

and if the installation was accomplished 

using the applicable airplane maintenance 

manual at a revision level prior to October 1, 

2014. 

(h) Inspection and Replacement 

(1) For an affected upper cardan pin on an 

MLG: Before exceeding 96 months since its 

latest installation on an airplane, or within 

12 months after the effective date of this AD, 

whichever occurs later, do a detailed 

inspection of the upper cardan pin and nut 

threads for any corrosion, pitting, or thread 

damage, in accordance with the 

Accomplishment Instructions of the 

applicable service information specified in 

paragraph (i) of this AD. 

(2) If, during the detailed inspection 

specified in paragraph (h)(1) of this AD, any 

corrosion, pitting, or thread damage is found, 

before further flight, replace the upper cardan 

pin and/or nut, as applicable, in accordance 

with the Accomplishment Instructions of the 

applicable service information specified in 

paragraph (i) of this AD. 

(i) Applicable Service Information 

Do the actions required by paragraph (h) of 

this AD in accordance with the 

Accomplishment Instructions of the 

applicable service information identified in 

paragraphs (i)(1), (i)(2), and (i)(3) of this AD. 

(1) Airbus Service Bulletin A330–32–3269, 

dated February 17, 2015 (for Airbus Model 

A330–201, –202, –203, –223, –223F, –243, 

–243F, –301, –302, –303, –321, –322, –323, 

–341, –342, and –343 airplanes). 

(2) Airbus Service Bulletin A340–32–4301, 

dated February 17, 2015 (for Airbus Model 

A340–211, –212, –213, –311, –312, and –313 

airplanes). 

(3) Airbus Service Bulletin A340–32–5115, 

dated February 17, 2015 (for Airbus Model 

A340–541 and –642 airplanes). 

(j) Other FAA AD Provisions 

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. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM 116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1138; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: As of the 

effective date of this AD, for any requirement 

in this AD to obtain corrective actions from 

a manufacturer, the action must be 

accomplished using a method approved by 

the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Airbus’s EASA Design 

Organization Approval (DOA). If approved by 

the DOA, the approval must include the 

DOA-authorized signature. 

(k) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2015–0079, dated 

May 7, 2015, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2016–0459. 

(2) For service information identified in 

this AD, contact Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; email 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. You may 

view this service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

Issued in Renton, Washington, on January 

8, 2016. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2016–00944 Filed 1–20–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–0460; Directorate 

Identifier 2015–NM–078–AD] 

RIN 2120–AA64 

Airworthiness Directives; Beechcraft 

Corporation (Type Certificate 

Previously Held by Hawker Beechcraft 

Corporation; Raytheon Aircraft 

Company) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Beechcraft Corporation Model BAe.125 

series 1000A and 1000B airplanes and 

Model Hawker 1000 airplanes. This 

proposed AD was prompted by reports 

of inadvertent stowage of the thrust 

reversers, which can result in high 

forward engine thrust even though the 

throttle is commanding reverse thrust. 

This proposed AD would require 

installing kits that include relays, 

associated wiring, and a thrust reverser 

fail annunciator. We are proposing this 

AD to prevent inadvertent stowage of 

the thrust reversers, which could cause 

a runway overrun during a rejected 

takeoff or landing, and consequent 

structural failure and possible injury to 

occupants. 

DATES: We must receive comments on 

this proposed AD by March 7, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 


jstallworth on DSK7TPTVN1PROD with PROPOSALS