61980 Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 

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 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. 

(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 Organization 

Designation Authorization 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. 

(4) AMOCs approved previously in 

accordance with AD 90–15–06, Amendment 

39–6653; and AD 94–12–09, Amendment 

39–8937; are approved as AMOCs for the 

corresponding provisions of this AD. 

Material Incorporated by Reference 

(r) You must use Boeing Service Bulletin 

747–53–2307, Revision 3, dated April 16, 

2009, to do the actions required by this AD, 

unless the AD specifies otherwise. If you 

accomplish the optional actions specified by 

this AD, you must use Boeing Service 

Bulletin 747–53–2307, Revision 3, dated 

April 16, 2009, to perform those actions, 

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 Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at 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 

September 23, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–25019 Filed 10–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0610; Directorate 

Identifier 2009–SW–47–AD; Amendment 39– 

16455; AD 2010–20–20] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Model SA–365N, SA–365N1, 

AS–365N2, AS–365N3, SA–366G1, EC 

155B, EC155B1, SA–365C, SA–365C1, 

SA–365C2, SA–360C Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for the specified Eurocopter France 

(Eurocopter) helicopters. That AD 

requires repetitively inspecting the main 

gearbox (MGB) planet gear carrier for a 

crack and replacing any MGB that has 

a cracked planet gear carrier before 

further flight. This action requires the 

same inspections required by the 

existing AD, but shortens the initial 

inspection interval. This AD is 

prompted by the discovery of another 

crack in a MGB planet gear carrier and 

additional analysis that indicates that 

the initial inspection interval must be 

shortened. The actions specified by this 

AD are intended to detect a crack in the 

web of the planet gear carrier, which 

could lead to a MGB seizure and 

subsequent loss of control of the 

helicopter. 

DATES: Effective November 12, 2010. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of November 

12, 2010. 

ADDRESSES: 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. 

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: Gary 

Roach, Aerospace Engineer, FAA, 

Regulations and Policy Group, 2601 

Meacham Blvd., ASW–111, Fort Worth, 

Texas 76137; telephone: (817) 222– 

5130; fax: 817–222–5961. 

SUPPLEMENTARY INFORMATION: A 

proposal to amend 14 CFR part 39 by 

superseding AD 2005–03–09, 

Amendment 39–13965 (70 FR 7382, 

February 14, 2005), for the specified 

Eurocopter France (Eurocopter) model 

helicopters was published in the 

Federal Register on June 28, 2010 (75 

FR 36581). The action proposed to 

require shortening the initial inspection 

required by AD 2005–03–09 from 265 

hours time-in-service (TIS) to 35 hours 

TIS and retaining the 50-hour TIS 

recurring inspections. That proposal 

was prompted by the finding of an 

additional crack in the MGB planet gear 

carrier of a Eurocopter Model EC 155 

helicopter. That crack was caused by a 

progressive fatigue failure caused by 

scoring in the blend radius between the 

pin and the web. An additional analysis 

indicates that the initial inspection must 

be shortened. Therefore, this AD 

shortens the initial inspection from 265 

hours time-in-service (TIS) to 35 hours 

TIS. The recurring 50 hour-TIS 

inspections would remain the same. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for France, has issued EASA Emergency 

Airworthiness Directive No. 2007– 

0288–E, dated November 15, 2007. 

EASA states that cracks were discovered 

in the web of the MGB planet gear 

carrier. ‘‘The two affected MGB units 

had been removed for overhaul/repair, 

subsequent to the detection of metal 

chips at the magnetic plugs.’’ 

Investigation of the first case showed a 

failure of the head of a screw that 

secures the sun gear bearing. The screw 

head was caught by the planet gear/ 

fixed ring gear/sun gear drive train. The 

second case was discovered by the 

manufacturer and did not seem to be 

associated with any other failure. You 

may obtain further information by 

examining the MCAI and any related 

service information in the AD docket. 

Related Service Information 

Eurocopter France has issued the 

following Emergency Alert Service 

Bulletins: 

• No. 05A007, Revision 2, for the 

Model EC155 helicopters; 

• No. 05.00.48, Revision 3, for the 

Model AS365 helicopters; 


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Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 61981 

• No. 05.26, Revision 2, for the Model 

SA360 and SA365 helicopters; and 

• No. 05.33, Revision 2, for the SA366 

helicopters. 

Each Emergency Alert Service Bulletin 

(EASB) at the stated revision level is 

dated November 16, 2009 and describes 

the discovery of a progressive fatigue 

failure of the planet gear carrier. The 

EASBs specify inspecting the MGB 

planet gear carrier for a crack and 

removing the MGB and contacting the 

manufacturer before the next flight if a 

crack is found. 

FAA’s Evaluation and Unsafe Condition 

Determination 

These products have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, their 

technical representative, has notified us 

of the unsafe condition described in the 

MCAI AD. We are proposing this AD 

because we evaluated all information 

provided by EASA and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of 

these same type designs. This AD 

requires inspecting the MGB planet gear 

carrier for a crack and replacing the 

MGB before further flight if a crack is 

found. The actions must be 

accomplished by following the specified 

portions of the EASBs described 

previously. 

Differences Between This Proposed AD 

and the MCAI AD 

The MCAI AD references the service 

information rather than stating 

compliance times as we have done in 

this AD. Unlike the MCAI AD, we have 

structured our compliance times based 

on a 250-hour TIS threshold. Also, this 

AD does not require you to report cracks 

in the planet gear carrier to the 

manufacturer. 

Comments 

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 the adoption of 

the rule as proposed. 

Costs of Compliance 

We estimate that this AD will affect 

145 helicopters of U.S. registry. We also 

estimate that it will take about 1 workhour per helicopter for each borescope 

inspection and 12 work-hours for each 

visual inspection. Replacing the MGB, if 

necessary, will take about 16 workhours. The average labor rate is $85 per 

work-hour. Required parts will cost 

about $66,780 per MGB. Based on these 

figures, we estimate the cost of this AD 

on U.S. operators is $3,486,760, 

assuming that a borescope inspection is 

done on the entire fleet 12 times a year, 

that no visual inspections are done, and 

that 49 MGBs are replaced. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national Government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD. See the AD docket to examine 

the economic evaluation. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. Section 39.13 is amended by 

removing Amendment 39–13965 (70 FR 

7382, February 14, 2005), and by adding 

a new airworthiness directive (AD), 

Amendment 39–16455, to read as 

follows: 

2010–20–20 Eurocopter France: 

Amendment 39–16455; Docket No. 

FAA–2010–0610; Directorate Identifier 

2009–SW–47–AD. Supersedes AD 2005– 

03–09; Amendment 39–13965; Docket 

No. FAA–2005–20294; Directorate 

Identifier 2004–SW–39–AD. 

Applicability: Model EC 155B, EC155B1, 

SA–360C, SA–365C, SA–365C1, SA–365C2, 

SA–365N, SA–365N1, AS–365N2, AS 365 

N3, and SA–366G1 helicopters, certificated 

in any category. 

Compliance: Required as indicated. 

For a main gearbox (MGB) that has: Inspect: 

(1) Less than 250 hours time-in-service (TIS) since new or last overhaul. On or before the MGB reaches 35 hours TIS, unless accomplished 

previously, and thereafter at intervals not to exceed 50 hours TIS. 

(2) 250 or more hours TIS since new or last overhaul. Within 15 hours TIS, unless accomplished previously, and thereafter at 

intervals not to exceed 50 hours TIS. 

To detect a crack in the web of the planet 

gear carrier, which could lead to a MGB 

seizure and subsequent loss of control of the 

helicopter, accomplish the following: 

(a) Either borescope inspect the web of the 

MGB planet gear carrier for a crack in 

accordance with the Operational Procedure, 

paragraphs 2.B.2. through 2.B.2.a.1, of 

Eurocopter Emergency Alert Service Bulletin 

(EASB) No. 05A007, Revision 2; No. 

05.00.48, Revision 3; No. 05.26, Revision 2; 

or No. 05.33, Revision 2; as applicable to 


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61982 Federal Register / Vol. 75, No. 194 / Thursday, October 7, 2010 / Rules and Regulations 

your model helicopter, or visually inspect the 

MGB planet gear carrier in accordance with 

the Operational Procedure, paragraphs 2.B.3. 

through paragraph 2.B.3.a.1, of the EASB 

applicable to your model helicopter. Each 

EASB at the stated revision level is dated 

November 16, 2009. 

(b) If a crack is found in the planet gear 

carrier, replace the MGB with an airworthy 

MGB before further flight. 

(c) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Safety 

Management Group, FAA, Attn: Gary Roach, 

Aviation Safety Engineer, Rotorcraft 

Directorate, FAA, 2601 Meacham Blvd., Fort 

Worth, Texas 76137, telephone (817) 222– 

5130, fax (817) 222–5961, for information 

about previously approved alternative 

methods of compliance. 

(d) The Joint Aircraft System/Component 

(JASC) Code is 6320: Main Rotor Gearbox. 

(e) The inspections shall be done in 

accordance with the specified portions of 

Eurocopter Emergency Alert Service Bulletin 

No. 05A007, Revision 2, No. 05.00.48, 

Revision 3, No. 05.26, Revision 2, or No. 

05.33, Revision 2. Each service bulletin at the 

stated revision level is dated November 16, 

2009. The Director of the Federal Register 

approved this incorporation by reference in 

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

part 51. Copies may be obtained from 

American Eurocopter Corporation, 2701 

Forum Drive, Grand Prairie, Texas 75053– 

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

641–3527. Copies may be inspected at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas, or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

(f) This amendment becomes effective on 

November 12, 2010. 

Note: The subject of this AD is addressed 

in European Aviation Safety Agency AD No. 

2007–0288–E, dated November 15, 2007. 

Issued in Fort Worth, Texas, on September 

22, 2010. 

Mark R. Schilling, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–24725 Filed 10–6–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0474; Directorate 

Identifier 2009–NM–056–AD; Amendment 

39–16465; AD 2010–21–05] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

4101 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing 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: 

During ground manoeuvring, prolonged 

operation with either engine in the restricted 

range between 82% and 90% RPM 

[revolutions per minute] will result in 

damage [e.g., cracking of the blade or hub] to 

the propeller assembly that could eventually 

result in the release of a propeller blade. 

* * * EASA [European Aviation Safety 

Agency] AD 2007–0268 [which corresponds 

to FAA AD 2008–13–02, amendment 39– 

15565] was issued to require the installation 

of a Propeller Warning Placard and 

implementation of a corresponding Aircraft 

Flight Manual (AFM) limitation instructing 

the flight crew to taxi with the condition 

lever at FLIGHT in order to minimise the 

time spent by the engines in the restricted 

range. BAE Systems has now developed a 

Propeller Speed Warning System * * *. 

* * * * * 

A released propeller blade could 

result in engine failure and loss of 

control of the airplane. We are issuing 

this AD to require actions to correct the 

unsafe condition on these products. 

DATES: This AD becomes effective 

November 12, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 12, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of July 24, 2008 (73 FR 

34847, June 19, 2008). 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; 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 May 10, 2010 (75 FR 25785), 

and proposed to supersede AD 2008– 

13–02, amendment 39–15565 (73 FR 

34847), June 19, 2008. That NPRM 

proposed to correct an unsafe condition 

for the specified products. 

Since we issued AD 2008–13–02, 

inadvertent high RPMs taxiing 

operations have been reported to have 

caused stress to the propeller blades, 

which can result in dangerous blade 

cracks. The European Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Community, has issued EASA 

Airworthiness Directive 2009–0038, 

dated February 18, 2009 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

During ground manoeuvring, prolonged 

operation with either engine in the restricted 

range between 82% and 90% RPM 

[revolutions per minute] will result in 

damage [e.g., cracking of the blade or hub] to 

the propeller assembly that could eventually 

result in the release of a propeller blade. 

To correct this unsafe condition, EASA AD 

2007–0268 [which corresponds to FAA AD 

2008–13–02, amendment 39–15565] was 

issued to require the installation of a 

Propeller Warning Placard and 

implementation of a corresponding Aircraft 

Flight Manual (AFM) limitation, instructing 

the flight crew to taxi with the condition 

lever at FLIGHT in order to minimise the 

time spent by the engines in the restricted 

range. BAE Systems has now developed a 

Propeller Speed Warning System, the 

embodiment of which will allow taxiing with 

the condition lever at TAXI, through the 

introduction of a revised Flight Manual 

Limitation. 

For the reasons described above, this EASA 

AD retains the requirements of EASA AD 

2007–0268, which is superseded, and 

requires the installation of a Propeller Speed 

Warning System. 

A released propeller blade could 

result in engine failure and loss of 

control of the airplane. You may obtain 


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